
V 




WITH THE FLYING 
SQUADRON 



THE MACMILLAN COMPANY 

NBW YORK • BOSTON • CHICAGO • DALLAS 
ATLANTA • SAN FRANCISCO 

MACMILLAN & CO., Limited 

LONDON ♦ BOMBAY • CALCUTTA 
MELBOURNE 

THE MACMILLAN CO. OF CANADA, Ltd. 

TORONTO 




Photo: Vandyk 



FLIGHT-LIEUT. HAROLD ROSHER, R.N. 



With The Flying 
Squadron 

BEING THE WAR LETTERS OF THE LATE 

HAROLD ROSHER 
TO HIS FAMILY 



WITH AN INTRODUCTION BY 

ARNOLD BENNETT 



^tm fork 
THE MACMILLAN COMPANY 

1916 

AM rights reserved 



Jl<SOZ 



Copyright, 1916 
By the MACMILLAN COMPANY 



Set up and clectrotyped. Published November, 1916. 
All right3 reserved 



/ 

NOV 24 1916 

©Gt.A445418 



CONTENTS 



FACE 

INTRODUCTION ' 

SECTION 

I. TRAINING " 

II. ON HOME SERVICE 23 

III. RAIDS ON THE BELGIAN COAST 47 

IV. WITH THE B.E.F. ^^ 
V. TAKING A NEW MACHINE TO FRANCE 93 

VI. WITH THE B.E.F. AGAIN "' 

VII. ON HOME SERVICE AGAIN "' 

VIII. WITH THE B.E.F. ONCE MORE '^S 

IX. ON HOME SERVICE ONCE MORE '33 



ILLUSTRATIONS 



TO FACE PAGE 

FLIGHT-LIEUTENANT HAROLD ROSHER, R.N. 

Frontispiece ' 

THE LATE FLIGHT-LIEUT. RIGGALL ON A GRAHAME- 

WHITE " BOX-KITE " ^* 

THE FAMOUS 873 AVRO FLOWN BY FLIGHT-COM- 
MANDER S. V. SIPPE, D.S.O., AND BY FLIGHT- 
LIEUT. ROSHER 34*^ 

BRINGING THE PILOT ASHORE AFTER A FLIGHT ON 

A SOPWITH SEAPLANE 44^ 



FLIGHT-LIEUT. HAROLD ROSHER, R.N. 54 

SQUADRON-COMMANDER IVOR T. COURTNEY, R.N. 76 

ONE VICKERS FIGHTING BIPLANE PHOTOGRAPHED 

FROM ANOTHER ^^^ 

A VICKERS FIGHTING BIPLANE *4 '^ 



ILLUSTRATIONS 

TO FACE PAGE 

THE OVERTURNED MORANE ^^ 

V 

A SNAPSHOT OF LIEUT. ROSHER 9° 

A ZEPPELIN AIRSHIP ^°^ 

A ZEPPELIN IN THE DOUBLE SHED AT JOHANNIS- / 
THAL ^°^ 

A TAUBE-TYPE GERMAN MONOPLANE ^°^ 

114 

A FIRE CAUSED BY LONG-RANGE BOMBARDMENT "4 

J 
FLIGHT-SUB-LIEUT. WARNEFORD, V.C. "4 

A BRISTOL SCOUT BIPLANE (OR " BULLET ") ^36 

THE MORANE " PARASOL " MONOPLANE FLOWN BY / 

FLIGHT-SUB-LIEUT. WARNEFORD, V.C. ^36 

A NIEUPORT BIPLANE ^44 

A BLERIOT MONOPLANE ^44 

A B.E. 2C BIPLANE ^44 ' 



INTRODUCTION 



INTRODUCTION 

Harold Rosher was born at Beckenham on 
the 1 8th November, 1893, and was educated 
at The Dene, Caterham, and subsequently at 
Woodbridge. Although as a boy he suffered 
severely from acute asthma and bronchitis, he 
did well at school; and the pluck which carried 
him through the moral distresses of asthma 
helped him to hold his own in games, despite 
the fact that up to the age of sixteen he was 
considerably under the average height. As his 
health did not cease to give anxiety, he was 
taken for a holiday to India (being with his 
father the guest of the Maharajah Ranjitsinhji, 
Jam Sahib of Nawanagar) in 1909. In 19 13, 
for the same reason, he made a trip to South 
Africa with his sister. It was his health again 
which helped to decide his career. An open- 
air life was considered to be essential, and he 
became a student at the South Eastern Agricul- 
tural College, Wye, remaining there until the 
outbreak of the war. 



WITH THE FLYING SQUADRON 

One of Harold's greatest chums at the Agri- 
culture College was a young and rich German 
landowner named K . At the latter's in- 
vitation Harold spent the summer vacation of 
19 13 In Germany, and the two young men 
toured on motor-cycles through a great part 
of Germany and Austria. In August 19 14 

K was to celebrate his majority, and had 

asked Harold to the festivities. But on August 
2nd, when war appeared Inevitable, he wrote a 
letter of farewell to Harold In which he said that 
he did not expect they would ever meet again. 
The next day he telephoned from Charing Cross 
as he was leaving England, and Harold was over- 
heard saying to him on the telephone: " Well, 
If we meet, mind you don't shoot straight." 

On the day of the declaration of war, Harold 
applied for a commission In the Royal Naval 
Air Service, and In order to save time he went 
immediately as a civilian pupil to Brooklands, 
where several months previously he had once 
been taken up In the air as a passenger. In the 
few days which elapsed before the War Office 
commandeered the Brooklands Aerodrome and 
ejected every civilian Harold progressed rap- 
Idly In the craft of flying. He was gazetted a 
Probationary Flight Sub-Lieutenant In the R.N. 
A.S. on August i8th and reported himself at 
Hendon. He remained there about six weeks, 
obtaining his aviator's certificate. 

4 



INTRODUCTION 

The letters which form this book were writ- 
ten between August 19 14 and February 19 16. 
They are spontaneous and utterly unstudied 
documents, and they have been printed almost 
exactly as Harold wrote them. Many of them 
are quite ordinary; most are spiced with slang; 
the long ones describing his share In the great 
historic raids are thrilllngly dramatic. But It 
would not be wise to set some letters above 
others. None should be missed. Each con- 
tributes Its due realistic share to the complete 
picture of an airman's life in war. 

It is well that we should have every oppor- 
tunity of estimating what that life Is. For the 
air service is still quite a new service. Its birth 
lies within the memory of schoolboys. Few 
outsiders can Imaginatively conceive for them- 
selves the conditions of it, conditions in which 
the hour of greatest danger is precisely the 
hour of spiritual solitude and separation from 
all mankind. Further, the air service Is now 
actually engaged in creating those superb prece- 
dents which members of the older services 
find ready for their fortifying and encourage- 
ment when the crisis comes, and this fact alone 
entitles It to a most special sympathetic atten- 
tion from the laity. So far as my knowledge 
goes, no other such picture, so full and so con- 
vincing, of the air-fighters' existence has yet 
been offered to the public. Here, perhaps, I 

5 



WITH THE FLYING SQUADRON 

may mention that some organs of the London 
Press long ago desired to print the principal 
descriptive letters of Harold Rosher, which in 
private had aroused the admiration of journal- 
ists and literary men; but it was felt that com- 
plete publication of the entire series within the 
covers of a volume would be more proper and 
more effective. 

Three days after the date of the last letter 
Harold was killed. On 27th February, Major 
Risk, the CO. of the Dover Aeroplane Station 
being away on duty, Harold, as second in com- 
mand, was in charge. Among other duties he 
had to train new pilots on fast machines, and he 
would always personally test a new machine or a 
newly-repaired machine before allowing any- 
body else to try It. On that Sunday morning he 
ordered a number of machines to be brought out 
of the sheds for practice flights. Among them 
was one which had just been repaired after a 
mishap three weeks earlier. The pilot had al- 
ready got into his machine. Harold told him 
to get out as the machine was untested, and him- 
self took It up for a trial flight of eight or ten 
minutes. Everything seemed to go right until 
Harold began the descent about a mile away 
from the Aerodrome. Then, at a height of 300 
feet or less, the machine suddenly made a nose- 
dive and crashed to the ground. Harold was 
killed instantly. The disaster occupied seven 

6 



INTRODUCTION 

seconds. At the Inquest nothing was ascer- 
tained as to the cause of the accident. One 
theory Is that the controls jammed. Harold 
was burled on the 2nd of March at Charlton 
Cemetery, with full naval honours. The ceme- 
tery Is on the cHffs within sight of the Aero- 
drome, and while his body was being lowered 
into the grave aeroplanes were flying overhead. 
It Is permissible to quote a few Service opin- 
ions about Harold Rosher's attainments and 
achievements during his short career as an air- 
man. Commodore Murray F. Sueter, C.B., R. 
N., wrote to Mr. Frank Rosher, Harold's fa- 
ther: " In my opinion he was one of our best 
pilots; always ready for any service he was 
called upon to perform. Mr. Winston Church- 
ill was very pleased with his work in the early 
part of the war, and had he been spared I am 
sure he would have made a great name for him- 
self." Wing Commander Arthur N. Long- 
more, R.N., under whom Harold had served 
longest, wrote : " You have the consolation of 
knowing his splendid record at Dunkirk. He 
was among the finest pilots I ever had out there, 
always cheerful and ready for his work. He 
will be a great loss to the Air Service, which 
loses not only a first-class pilot, but also an ex- 
cellent officer." Major Charles E. Risk, 
Squadron Commander, R. N., wrote: ''Har- 
old, or Rosh as we always used to call him, was 

7 



WITH THE FLYING SQUADRON 

one of my very best pals and a very fine officer 
and First Lieutenant. Every one loved him. 
He was an absolute ' Sahib,' a very good pilot, 
hard-working, and absolutely trustworthy." 
And Captain Charles L. Lamb, R.N., wrote: 
*'He returned with some of the others from 
abroad last autumn for a rest, and very shortly 
afterwards I selected him from a large number 
of officers to become the Executive Officer of the 
Dover Air Station, which was then starting. 
Although quite young, he immediately displayed 
great organising abilities, and also possessed the 
gift of command of men, which is unusual with- 
out previous training, and fully justified my se- 
lection. At his own request he was shortly 
proceeding abroad in command of a Flight, and 
would undoubtedly have gained his promotion in 
the near future. I have said little as regards 
his skill as a pilot, since this was probably well 
known to you, but he was undoubtedly in the 
first flight. This skill, however, I consider of 
secondary importance in life as compared with 
the far rarer gifts of command and organisa- 
tion which he undoubtedly possessed." 

I had the acquaintance of Harold Kosher, 
and when I met him I was quite extraordinarily 
impressed by his bearing and his speech. In 
age and appearance he was a mere boy — a 
handsome boy, too, in my opinion — but the 
gestures of youth were restrained. He was 

8 



INTRODUCTION 

very modest, but he was not diffident. In the 
presence of men older than his father he upheld 
in the most charming and effective way the dig- 
nity of his own generation. He talked quietly, 
but nobody could escape the conviction that he 
knew just what he was talking about. All his 
statements were cautious, and in giving a de- 
scription or an opinion he seemed to dread su- 
perlatives. He had the eye and the voice of 
one who feared no responsibility, and who, hav- 
ing ruled himself, was thoroughly equal to rul- 
ing others. He was twenty-two when he died at 
work. 

A.B. 



I 

TRAINING 



To his Father 

The Blue Bird, Brooklands Aerodrome, 

Weybridge. 
nth August, 1 9 14. 

Dear Dad, 

Am getting on famously and having a 
most amusing time. After I wrote you yester- 
day I went out and had my first lesson. Mr. 
Stutt, our Instructor [for the British and Co- 
lonial Aeroplane Co.], sits Immediately behind 
you, controls the engine switch and covers your 
hand on the stick. He took me straight up two 
or three hundred feet and then volplaned down. 
He always does this with new pupils to see how 
they take It. I think I managed to pass the 
ordeal all right. I had two or three flights 
backwards and forwards, and then another turn 
later on In the evening. Stutt Is an awfully 
nice fellow, very small but very capable. On 
all sides one hears him recommended. When 
in the air, he bawls in your ear, " Now when 

13 



WITH THE FLYING SQUADRON 

you push your hand forward, you go down, 
see! " (and he pushes your hand forward and 
you make a sudden dive), " and when you pull 
it back you go up, and when you do this, so 
and so happens," and so with everything he 
demonstrates. Then he says, " If you do so 
and so, you will break your neck, and if you 
try to climb too quickly you will make a tail 
slide." It's awfully hard work at first and 
makes your arm ache like fun. The school 
machines are very similar to the Grahame- 
Whites. You sit right in front, with a clean 
drop below you. We never strap ourselves in. 
The machines are the safest known, and never 
make a clean drop if control is lost, but slide 
down sideways. 

When it got too dark we went in and had 
dinner, all sitting at the middle table. Could 
get no one to fetch my luggage, so decided to 
go myself after dinner. Unfortunately, I at- 
tempted a short cut in the dark and lost my 
way. After stumbling round the beastly aero- 
drome in the dark for an hour, I eventually 
got back to my starting point. I was drenched 
to the knees, and the moon didn't help me 
much on account of the thick mist. It was 
about 10.30 P. M., so I gave up my quest; the 
prospect of the long walk and heavy bag was 
too discouraging. 

I turned in in my vest and pants and had a 
14 




Photo: F. N. Birkett 



THE LATE FLIGHT-LIEUT. RIGGALL 

On one of the Grahame-White school " box-kites,''^ in the early days of his training 



TRAINING 

good night. Was knocked up at 4.30 this 
morning and crawled gingerly into my still wet 
clothes. A lovely morning, very cold, and it 
was not long before I got wetter still, as the 
grass was sopping. Had two more lessons 
this morning, of about 15 minutes each, and 
took both right and left hand turns, part of the 
time steering by myself. Stutt says I am 
getting on. The machines are so stable that 
they will often fly quite a long way by them- 
selves. Am now quite smitten, and if weather 
continues fine, I shall take my ticket in a week 
or ten days. Hope to be flying solo by 
Thursday or Friday. Experienced my first 
bump this morning. While flying at 200 feet, 
the machine suddenly bumped,* a unique sensa- 
tion. These bumps are due to the sun's action 
on the air and are called *' sun bumps." It's 
owing to these that we novices are not allowed 
to fly during the day. To experienced airmen 
they offer no difficulty. 

There was a slight accident here this morn- 
ing. One of the Bleriot people (known in our 
select circle as Blerites) was taxying [running 
along the ground] in a machine without wings. 
He got too much speed on, and the machine 
went head over heels and was utterly wrecked — 
man unhurt. With the Bleriot machine you 
first have to learn to steer on the ground, as 

*Met an air-wave. 
15 



WITH THE FLYING SQUADRON 

It's much harder than ours. The men look 
awful fools going round and round in wee 
circles. ... 

Very nice lot of fellow pupils here that I am 
getting to know, one naval man with a whole 
stock of funny yarns. Nothing to do all day 
long but sleep. Went Into Weybridge this 
morning and got my suit case. Flora and 
fauna quite Interesting. I live only for the 
mornings and evenings. More anon. Love 
to all. 

Ever your loving son, 

Harold. 



II 

To his Father 

The Hendon Aerodrome, Hendon. 

7th September, 19 14. 

Dear Dad, 

Only a few lines, as It Is already late, 
and I still have plenty to do. The latest 
excitement down here is a balloon, especially 
for our use. It is to be up all night, and we 
have to take turns In keeping watch from it; 
four hour shifts, starting to-morrow night. 

16 



TRAINING 

She has 4,000 feet of wire cable, but I don't sup- 
pose we shall be up more than 1,500 feet. It 
will be frightfully cold work, and in all proba- 
bility we shall all be sea-sick. 

On Saturday night we had a Zeppelin scare 
from the Admiralty. I was on duty and called 
out the marines, etc., etc. Ammunition was 
served round and the machines brought out. 
Porte [J. C. Porte, Wing Commander, R.N.] 
went up for a short time. 

Tons of love. 

Ever your loving son, 

Harold. 



Ill 

To his Grandmother 

The Hendon Aerodrome, Hendon. 

7th September, 1914. 

Dearest Granny, 

Can only send you a few lines just now 
as I am so frightfully busy. Thanks so much 
for your letter received two days back. Am 
hard at it now from 4.30 a.m. to ii.o p.m., 
and one day in five for 24 hours on end. Our 
latest acquaintance is a captive balloon in which 

17 



WITH THE FLYING SQUADRON 

we are to take turns to keep watch in the night. 
It will be terribly cold work. The watches are 
4 hours each, and we shall probably be about 
1,500 feet up in the air — the full limit of cable 
is 4,000 feet. I quite expect we shall all be 
horribly sea-sick, as the motion is quite different 
from that in an aeroplane. There is also a 
rumour that we are going to have an airship 
down here. We had a Zeppelin scare the other 
night and had all the marines out, ammunition 
served round, searchlights manned, and aero- 
planes brought out in readiness. It was quite 
exciting for a false alarm. 

It's pretty chilly work sleeping in tents now. 
Unless you cover your clothes up over-night, 
they are sopping wet in the morning. Also 
there is a plague of crane flies here, which 
simply swarm all over one's tent. These are 
all little troubles, however, which one takes 
philosophically, and at the same time tries to 
picture mentally the distress of those at the 
front. Hope I shall be out there soon; they 
seem to be having quite good fun. 

Must cut short now, so good-bye, Granny 
dear. Heaps of love. 

Ever your loving grandson, 

Harold. 



18 



TRAINING 

IV 

To his Father 

The Hendon Aerodrome, Hendon. 
nth September, 1914 

Dear Dad, 

Many happy returns. I started writing 
you last night, so that you might get my letter 
first thing this morning, but was fated not to 
finish It. 

We had another false alarm and my place 
was on the 'phones. I didn't get off until 
12.30 A.M., so gave It up as a bad job and 
started afresh this morning. 

I expect you will have seen In the papers 

about the accident last night. Lieut. G 

went up In the Henri Farman, and on coming 
down made a bad landing — Internal injuries — 
machine absolutely piled up. Nacelle * tele- 
scoped and the tail somehow right in front of 
the nacelle. The accident Is expected to have 
rather a bad effect on the morale of the pupils. 
Personally it doesn't affect me; and anyhow I 

didn't see G at all, as I was bound to the 

'phones. 

*The nacelle is the short body of an aeroplane, as found 
in all machines with propeller behind (usually called 
"pusher" machines). 

19 



WITH THE FLYING SQUADRON 

Things are going on much better with me. 
Yesterday I did five straights [straight flights] 
alone and managed quite well, having excellent 
control of the machine, and making good land- 
ings, except for the first straights in the morn- 
ing, when it was rather windy and in conse- 
quence the machine was all over the place. 

By the way, this Is now the third successive 
night that we have had an alarm. Have not 
yet been up in the balloon but am looking 
forward to It. I never thought that we should 
come down to an old (1902) gas bag. 

Heaps of love and don't let Mummie get 
alarmed. You must bear in mind that night 
flying is ten times more dangerous than day. 
Ever your loving son, 

Harold. 



20 



Note 

An interesting letter^ written in September, is 
missing. In this the writer described a balloon 
trip that he made over London in the dark, ulti- 
mately coming down near Jshford, and having 
an exciting experience while landing. 

Early in October, 19 14, the aviator went 
from Hendon to the Royal Naval Air Station, 
Fort Grange, Gosport. A letter of this date is 
also missing. It described his first cross-country 
flight, when, owing to engine failure, he had to 
make three forced landings {from heights of 
about 4,000 feet) , all of which he managed 
safely without damaging his machine. The en- 
gine was afterwards found to be faulty. In this 
letter he referred to the Commanding Officer* s 
pleasure that he had made so good a beginning. 



21 



II 

ON HOME SERVICE 



To his Father 

Royal Naval Air Station, 
Fort Grange, Gosport. 
14th November, 1914. 

Dear Dad, 

Many thanks for note received this 
morning. Shall try to get home for inoculation 
in about a fortnight. From what I can make 
out, we shall not get our squadron together 
until the end of January. We were to have 
gone over at the end of this month. We may, 
however, go over in pieces, a flight at a time. 
If the Germans reach Calais, we shall stay here 
permanently for home defence, but at the rate 
we are progressing, we shan't be ready until 
March, and then, maybe, the war will be over. 
I must say I want to see some of it, and one 
would be bound to get a second stripe if one 
went across. 

15th November, 1914. 

Have spent quite a successful first day over 
at Whale Island : — squad drill, Morriss tube 

25 



WITH THE FLYING SQUADRON 

and Webley Scott firing practice. I got on 
famously. The Morriss tube is particularly 
easy. It merely becomes a matter of getting 
all on the bull. It's a grand place to wake one 
up ; everything is done at the double. 

My cold is awfully heavy and I'm feeling 
pretty rotten. 

Best love. 

Ever your loving son, 

Harold. 



VI 

To his Father 

The Queen's Hotel, Farnborough, Hants. 
1 8th November, 1914. 

Dear Dad, 

Thanks so much for your birthday letter 
[his 2 1 St birthday], which I had just time 
hurriedly to read through this morning. Late 
last night we had orders to shift, and everything 
has been a rush ever since. I have left all my 
luggage at Fort Grange and have only a small 
despatch case with me. Am very disappointed. 
As the C.O.'s machine was not ready to go, he 

26 



ON HOME SERVICE 

collared mine, and I am travelling as passenger. 
However, it can't be helped. 

We left Fort Grange about ten this morning 
and arrived here after an hour's run. It was 
awfully cold and we had to come down here 
owing to fog. I am afraid I can't tell you 
where we are going or any other such details. 
You must rest content with what I have told 
you at present. We are very comfortably fixed 
up here for the night. The place is packed 
with generals and staff officers, as we are 
practically in Aldershot. It will be very slow 
here this evening. I thought of trying to 
get home for the night, but it's out of the 
question. There is no need to be in the least 
alarmed as to my safety, as I am probably not 
going where you expect. 

Tons of love. 

Ever your loving son, 

Harold. 



27 



WITH THE FLYING SQUADRON 

VII 

To his Father 

Royal Naval Air Station, Kenton Lodge, 

Gosforth, Newcastle-on-Tyne. 
25th November, 1914. 

Dear Dad, 

Received letters forwarded from Fort 
Grange last night It was much too foggy for 
my trip to Hartlepool yesterday afternoon, but 
I went for a short flip [flight] around, and am 
glad I did so, as I found out the lie of the 
land. 

This morning it was beautifully clear, and I 
started off soon after 9.0 A. M., with a mechanic, 
to patrol the coast up north to Alnmouth. It 
was awfully cold with rather a strong cross 
wind. I got right above one lot of clouds. 
It's a wonderful sight too, as in the distance 
there is a mountain covered with snow. It 
was simply ripping. My engine was going 
strong, and after circling round till I was 1,500 
feet up, I made straight off for the coast. It 
was magnificent. Anything I wanted to look 
at closely I just did graceful spirals around, or 
zigzagged, banking the machine up to right 
and left. I have never enjoyed a trip so much 
before. I was away an hour and twenty 

28 



ON HOME SERVICE 

minutes; quite long enough, as I could hardly 
feel my hands or feet on coming down. I 
think we shall be here another fortnight, with 
luck. 



30th November, 1914. 

Have had no time to write at all these last 
few days. Half my birthday letters are still 
unanswered. . . . Weather has been far too 
bad for flying the past two days. 
Best love to all. 

Ever your loving son, 

Harold. 



VIII 

To his Aunt 

Royal Naval Air Station, Kenton Lodge, 
Gosforth, Newcastle-on-Tyne. 
27th November, 1914. 

Dear Aunt Ethel, 

Thanks so much for your birthday 
letter. I only received it the night before last 
and have been unable to answer it until now. 

You are right about flying. As soon as one 
gets well into the air, things seem to take on 
29 



WITH THE FLYING SQUADRON 

quite a different aspect. It is the same as 
when one gets on a high hill, only in a greater 
degree. 

Our work of patrolling the coast is very 
interesting, but unfortunately Newcastle seems 
to be either enveloped in a thick fog, or a gale 
of wind prevails, so that we are not getting 
as much flying as I should like. It is beginning 
to get extremely cold work too now, especially 
on a frosty morning. 

Our billet here happens to be the German 
Consulate, a lovely modern house, so that we 
are most comfortably settled. I think we are 
moving again in a fortnight's time. 

Please give Granny my best love. As soon 
as I can get home I shall pop over and look 
you all up. At present I see no chance of 
getting off. I tried to get to Hartlepool this 
morning, but the weather was too bad so I 
abandoned the attempt. 

Heaps of love. 

Ever your loving nephew, 

Harold. 



30 



ON HOME SERVICE 

IX 

To his Father 

No. I Naval Aeroplane Squadron, 
Kenton Lodge, Newcastle-on-Tyne. 
8th December, 1914. 

Dear Dad, 

Have had a great day. Motored out 
to Redcar on business and visited Durham 
Cathedral on the return journey. It's a magni- 
ficent spot. The Cathedral is on top of a high 
hill with the river flowing through a ravine on 
one side and two fine old bridges. It's one of 
the finest sights in England. The town itself, 
too, is very quaint. Have heard no more about 
going to the front. . . . 

loth December, 1914.* 

The CO. is now In France, and from what 
I can gather is making preparations for us all 
to go out immediately after Christmas. I don't 
think there is much chance of being able to 
get home for Christmas. However, one can 
never tell, so we will hope for the best. 

I went for a flip around yesterday afternoon 
for ten minutes, but it was far too thick to see 
anything, so came down. Best love. 

Ever your loving son, 

Harold. 

♦About this time Lieut. Rosher returned to Fort Grange. 
31 



WITH THE FLYING SQUADRON 

X 

To his Mother 

Hotel Burlington, Dover. 
30th December, 19 14. 

Dearest Mum, 

Another sudden move. Monday night 
some of us received orders to shift here the 
following morning. I got all my gear packed 
and of! in the transport first thing, and kept 
my little hand-bag in the machine. Two went 
off before me, as I burst a tyre to begin with — 
rather a bad start. In my second attempt I got 
well off, but found my air-speed indicator was 
not working and my compass dud, so came 
down again. As I could procure no more, I 
decided to start. I nearly upset getting off, as 
my foot slipped on the rudder and I got a 
bump at the same moment. The engine was 
going none too well, but I pushed off towards 
the coast, and all went well for a time. Then 
came signs of engine trouble. The revs, [revo- 
lutions] dropped suddenly to below 1,000, and 
she missed badly and back fired. I at once shut 
off petrol and volplaned down from 4,000 feet. 
I glided two miles before I could find a field to 
satisfy me, but having picked it, made a good 
landing. Some farm hands and two special 
32 



ON HOME SERVICE 

constables soon turned up and informed me 
that I was miles from anywhere. My exact 
position was between two small villages, Ripe 
and Chalvington, and four fields away from a 
road (and that not a main one). The nearest 
town of any size was Lewes, a matter of seven 
miles — no motor vehicles, but I might possibly 
get a trap. 

Just then a fellow turned up, and said he 
had a motor bike and side car, which he put at 
my disposal. This I accepted, and, after trying 
the engine, left the two special constables in 
charge, and tramped across the four swamped 
fields (up to my neck in mud) to the road, 
and went to Lewes in the side car. There I 
found a big garage, where they professed to 
know something about Gnome engines. (I had 
landed, by the way, at about 12 noon.) I got 
them to put some tools on a car, and out we 
went again to Ripe. Then followed much 
tinkering, and I got the engine going and 
started off. I had circled round once, when 
the engine again back fired, bang! bang! and 
I made another hurried descent two fields away 
from the last. All this time, of course, quite 
a crowd had collected, and the vicar of Chal- 
vington had come up and had brought me some 
sandwiches, for which I was very grateful, it 
being 3.0 P. M., and I had only a hurried break- 
fast. 

33 



WITH THE FLYING SQUADRON 

We next ran the engine again, and she at 
once back fired and caught fire at the car- 
burettor. This burnt out without doing any 
damage, and we diagnosed the complaint as a 
broken inlet valve-spring in No. 5 cylinder. 
By the way, when in Lewes I had 'phoned 
through to Fort Grange, and they sent me on 
some mechanics, as the garage men could help 
me no more. 

I once more left the special constables in 
charge and returned to Lewes. (The vicar, I 
should have told you, offered me a bed for the 
night.) I again 'phoned from Lewes [to Fort 
Grange] and then returned to the machine, 
which I had moved behind a hedge out of the 
wind, and had pegged and roped down and 
covered up. 

By this time it was 5.30 and dark and very 
cold, and I was greatly cheered by five me- 
chanics and a driver turning up. Two I left 
in charge of the machine, and then drove round 
in our service car (in which the mechanics had 
arrived) to the vicarage, where I had a belated 
tea and a hearty welcome. Mrs. McElroy is 
delightful. Dinner followed almost immedi- 
ately, and very excellent at that. At 8.0 p.m. 
my car arrived for me, the mechanics having 
found a satisfactory billet. I once more set 
out for Lewes and rattled out the colonel of 
the territorials, and requested a corporal and 
34 



ON HOME SERVICE 

three men to guard my machine, as my men 
had been working the whole of the previous 
night. 

This all took some time, so I sat down and 
chatted with the other members of the staff, 
and had a drink and smoke, and also two trunk 
calls, one to Dover and the other to Fort 
Grange, where I heard that Riggall * had also 
come down with engine trouble at Hastings, 
30 miles further on. This cheered me con- 
siderably. I didn't get away from Lewes till 
1 0.0 P. M. At Ripe I posted my territorials 
and gave them their orders. It was fortunately 
a lovely moonhght night, freezing hard, and 
with no wind. I got back to the vicarage at 
11.30 p. M. and retired at midnight — a lovely 
hot bath and beautifully soft bed, with a fire in 
my room ! 

I turned out next morning at daylight and 
drove out to the machine, which is an 80 Avro,f 
brand new (never been flown before, not even 
been tested), and found my men at work as 
per instructions. I returned for breakfast (the 
vicarage was a good two miles away) , and then 
rushed back to my machine and found that a 

* Gordon Riggall. He and the writer both received their 
commissions on the iSth August, 1914, and from that day 
onwards served together, sharing the same risks. He was 
killed on the i6th February, 1915. 

t Manufactured by A. V. Roe & Co., Ltd. 

3S 



WITH THE FLYING SQUADRON 

C.P.O. [Chief Petty Ojfficer] had turned up 
from Gosport in another car, on his way to 
Riggall at Hastings, with a whole new engine. 
I at once hot-stuffed [requisitioned] one of his 
inlet valves and set the men to work changing 
it, while I once more went into Lewes, looked 
up the colonel and used his 'phone. 

On getting back at 12.30 I found my machine 
all ready, so went on to the vicarage, packed up 
my things, had a slice of cake, bade them all 
farewell, and pushed off. The wind had got 
up considerably and the clouds were very low, 
but I thought I would try and get off. I 
started up and got well away. It was awfully 
bumpy, and I got tossed about all over the 
place. When I got to 1,000 feet it was much 
steadier, so I headed straight for the coast, and 
as I climbed, I started getting into the clouds. 
The first were at 1,500 feet, and I kept on 
running through them till over 2,500 feet. The 
wind was stronger than I had thought, and I 
fairly raced along. The engine was still a bit 
funny, but I stuck to it, and was past Dunge- 
ness in no time. Then I got right above a 
whole sea of clouds, and only got occasional 
glimpses of Mother Earth now and again 
between gaps. I didn't like this, as I couldn't 
see where I was going, especially as my compass 
was not accurate, and if I started flying below 
them, I should only be a thousand feet up. 

36 



ON HOME SERVICE 

This would have been worse, as I was not sure 
of my engine, and if it had given out I should 
have had to land within a mile in any direction, 
as against a four-mile radius if I were 4,000 feet 

While thinking over all this, I passed another 
gap, and looking back, caught a glimpse of 
Dover harbour. It was rather lucky, as I had 
overshot the mark. I switched on and off, and 
dived down through the opening to 1,000 feet, 
and then looked around for the aerodrome. I 
did quite a wide circle before I spotted it. It 
was awfully bumpy and pretty nearly a gale 
blowing. I was just going to land when I saw 
two red flags ahead to mark bad ground, and 
then a lot more. Nearly all the ground was 
bad, so I flew right over into the wind and 
turned to the right just before the cliff out of 
the wind. All this time I was bobbing about 
like a cork, gusts throwing me all over the 
place. I got half round my turn, broadside 
into the wind at about 100 feet, when a huge 
gust got underneath my left wing and tail and 
swept me right across the aerodrome to the 
ground. It was all a matter of seconds till I 
hit the ground. My aileron, or warp control, 
was useless (at the time I thought the wires had 
broken) . I just managed to flatten out and 
straighten up a little as I hit the ground side- 
ways. Both wheels buckled right up and 

37 



WITH THE FLYING SQUADRON 

brought me to a standstill, myself quite un- 
harmed, and the machine with wonderfully little 
damage. I was awfully annoyed, as I was very 
keen on pitching well at the end of my journey. 

ist January, 1915. 

The last two days have been beastly, nothing 
but wind and rain. Riggall is still held up at 
Hastings. I shouldn't be surprised if his 
machine has blown away by now. I see in this 
morning's paper that I have shipped another 
stripe [Flight Lieutenant], so things are looking 
up a bit. 

There was a huge din here to usher in the 
New Year — bells, whistles, and all the ships in 
the harbour blowing their sirens for fully a 
quarter of an hour on end. The feeding here 
is excellent, and we have music to accompany 
tea and dinner. There are between three and 
four hundred rooms, and all full up. We have 
to take turns In sleeping up at the sheds two 
miles away (my turn to-night, ugh!). We 
leave here at 7.45 P. M., and are relieved at 9.0 
the next morning. This means 10 o'clock 
breakfast by the time one has got back here 
and had a bath and a shave. 

loth January, 1915. 

What a life we lead and how we suffer ! It 
Is now half past six and I have just had tea. 
38 



ON HOME SERVICE 

My previous meal was a scrappy breakfast at 
8.30. Dover is the very devil of a place to 
fly over. It's very hilly, and so of course one 
gets the most appalling bumps and, in addition, 
a very poor selection of landing grounds in case 
of engine trouble. The aerodrome is right on 
top of the cliffs, and on two sides we have a 
beastly drop. If one's engine fails when getting 
off in these directions, the best thing one can 
do Is to pray, and hope the bump won't be too 
big when it comes. 

I was nearly caught this way to-day. 
Yesterday I flew an Avro to Deal and back, 
while my passenger made some wireless 
experiments. To-day I patrolled the South 
Foreland for an hour and a half (9.0 to 10.30) , 
my passenger armed to the teeth. Beastly cold 
It was too. At one o'clock I got a panicky 
message saying 14 hostile aircraft were coming 
over from Dunkirk, and I was ordered up at 
once. I had just got nicely over the valley 
when my engine went bang! bang! bang! I 
hastily turned off my petrol and looked around 
for a place to pitch. The only field reachable 
was a very bad one. In addition, I pitched 
badly, but broke nothing, and luckily came to 
a standstill a few yards from a pond! The 
trouble was an Inlet valve gone, the same as 
happened at Lewes, resulting In back firing 
into the carburettor, which catches fire — ■ most 

39 



WITH THE FLYING SQUADRON 

unpleasant. I get awfully cold feet. I would 
much sooner come down with a bump than be 
cremated. Personally I think it's worse than 
the crank shaft breaking, and that puts the fear 
of God into you, I can tell you. My machine 
is out in the open to-night. I hope to see it 
up and get back to-morrow. I did a fine 
spiral [spiral descent with the engine shut off] 
to-day. 

The hostile aircraft never came, of course. 
We are always hearing of Zeppelins dropping 
bombs on Birmingham, London, etc. All the 
same, they are coming, I am sure, and in a 
bunch too. 

It's just dinner-time and I'm awfully 
hungry, so love to all. Could see France as 
plain as Punch to-day. Dunkirk is visible 
from 5,000 feet. 



11th January, 191 5. 

Another day of toil, but no flying. It's my 
turn to sleep up at the sheds too, a joy I am 
not looking forward to. 

I wish we could get out to the front. It's 
rotten to keep on seeing army machines going 
across. I would much rather come to a sticky 
end out there than here. 



40 



ON HOME SERVICE 

23rd January, 1915. 

I am once again installed in the sheds for 
the night, and beastly cold it is too. I am 
going to invest in a Jaeger flea bag [sleeping 
bag]. 

To-day has been the best day we have had 
so far, clear, frosty and dead calm. I crashed 
into the atmosphere first thing this morning and 
flipped around for 55 minutes. By then I was 

as cold as , so pitched in the 'drome. I 

flew from Dover to Deal with both hands off 
the controls, just correcting with a finger when 
necessary. I have elastic bands on the stick 
which hold it where it is set. I ended up with 
a hair-splitting spiral, with the machine banked 
up to about 5^°. I only did three or four 
complete turns, but kept on until I was scared 
stiff. When you bank a machine over 45°, 
your rudder turns into your elevator and vice 
versa. To come out of a spiral, you just shove 
everything the wrong way round and wait and 
see what happens. 

Love to all. 

Ever your loving son, 

Harold. 



41 



WITH THE FLYING SQUADRON 

XI 

To his Father 

Hotel Burlington, Dover. 

20th January, 1915^ 

Dear Dad, 

So you are home again at last. Did you 
get the letters I wrote to Liverpool when you 
were going off? 

There has been very little doing here lately. 
Awful bobbery last night over the Yarmouth 
scare. We were standing by our machines 
until midnight. I think they [the Germans] 
are sure to pay us a visit soon. I hope it 
isn't at night, though. I flew for about half an 
hour this morning. The French coast was as 
plain as Punch. 

We each have our own machines at last. 
Mine is the actual machine that Sippe [S. V. 
Sippe, D.S.O., Squadron Comdr., R.N.] had on 
his stunt to Friedrichshafen. Our chances of 
getting out to the front are remoter than ever, 
and each of these silly raids puts us further 
back still. If old Rumpler [the German 
airman] hadn't taken it into his head to drop 
a bomb on Dover on Xmas day, we should 
42 



ON HOME SERVICE 

in all probability have been over the other side 
by now. 

23nd January, 1915. 

There has been a bit of a scare on to-day, 
but it has resulted as usual in nothing, except 
that I missed my lunch. I quite enjoyed my 
patrol though. I was up an hour and twenty 
minutes and pottered around Deal. My beat 
was from the South to North Foreland and 
back. It was rather thick up [in the air], but I 
had an excellent view of Margate, Ramsgate, 
etc. I kept at about 4,000 feet. It was a bit 
cold, but not so bad as I expected. 

28th January, 1915. 

We all took the air at once to-day for the 
Admiral's benefit; quite a fine display. 

No. I Aeroplane Squadron, Dover. 

4th February, 1915. 

We have four young marine oificers just 
joined up with the Squadron to act as observers 
— rather a good idea, but they had a somewhat 
rough initiation this morning. Just after I 
had been enlarging to them on the safety of 
flying nowadays, there was a damned awful 
smash. An Avro came down in a nose dive 
from 400 feet. There wasn't much left of it 
43 



WITH THE FLYING SQUADRON 

and the occupants were very lucky not being 

done in. B was pilot and came out with a 

badly sprained ankle, cuts, bruises and shock; 

and S , the observer, who was in front, 

broke his right arm above the elbow and 
dislocated his hip, besides cuts, etc. I was 
in the air at the time, with Riggall as my 
passenger. He saw the accident, but I didn't 

know of it until I got down. B is our 

flight commander, so I suppose our move is 
once more indefinitely postponed. 

I am putting in for leave this week-end, and 
think I shall get it with luck. Am just getting 
rid of an awful cold. Riggall and Maude 
[J. D. Maude, Fit. Comdr., R.N.] are both 
pretty rocky too — sort of flu or something. 
Am enclosing a photo of my machine [Avro] 
873. I think I told you it was the one Sippe 
used on his raid [on Friedrichshafen]. The 
one next it, [Avro] 875, is Babington's [J. T. 
Babington, D.S.O., Squadron Comdr., R.N.], 
and the next belonged to Briggs [E. F. Briggs, 
D.S.O., Squadron Comdr., R.N.] who was 
captured [in the raid]. 

9th February, 1915. 

We had an old seaplane wrecked outside the 

harbour yesterday. The engine failed and a 

destroyer went out to tow the machine in. 

Unfortunately, the sea was rough and the 

44 



'Vk 





BRINGING THE PILOT ASHORE AFTER A FLIGHT ON A SOPWITH SEAPLANE 




'-j'>--«->. -^^' 



SHORT " SEAPLANES AT ANCHOR OFF SPIT HEAD 



«i-w^ 



ON HOME SERVICE 

destroyer rolled into the thing, damaging it so 
badly that it eventually sank. The pilot and 
passenger were taken off safely. It was quite 
interesting, watching from the top of the cliffs 
through glasses. 

Love to all at home. 

Ever your loving son, 

Harold. 



45 



Ill 

RAIDS ON THE BELGIAN COAST 



XII 

To his Father 

No. I Aeroplane Squadron, 
Hotel Burlington, Dover. 
I2th February, 1915. 

Dear Dad, 

I wrote home last on Wednesday, and, 
as you no doubt guessed, there has since been 
something on. I could not, of course, let you 
know, as our success or otherwise depended 
greatly on secrecy. Wednesday was a very 
busy day. I tested my machine for half an 
hour in the morning, and by the evening every- 
thing was in tip-top running order. During 
the day . . . machines arrived from Hendon, 
Eastchurch, etc., etc., also . . . seaplanes turned 
up. Among the Hendon crowd was Grahame- 
White and one or two others I knew. 

Thursday morning we were up betimes, and 
the weather being good, the D.A.D. [Commo- 
dore Murray F. Sueter, C.B., R.N., Direc- 
tor of Air Department] decided we should 
start. We had fixed up our maps, etc., over- 
night; my orders were to drop all my bombs 

49 



WITH THE FLYING SQUADRON 

on Zebrugge. It was a bit misty over the 
Channel, and I was one of the last to get away. 
We went in order — slowest machines first, at 
two-minute intervals. I pushed off just after 
8 a.m., climbed to 2,000 feet and streaked off 
over the Channel. We had four destroyers at 
intervals across the Channel in case our engines 
went wrong, also seaplanes. It was mighty 
comforting to see them below. I got my first 
shock on looking at my rev. [revolution] coun- 
ter, which was jumping from 950 to 1,200, when 
it should have been steady at 1,150. The ma- 
chine was, however, pulling well, so I didn't 
worry. 

In due course I struck Calais and headed 
up the coast about seven miles out to sea. I 
passed Gravelines and Dunkirk where I had 
reached 6,500 feet. Then a huge bank of 
black clouds loomed ahead. Our orders were 
to land at Dunkirk if clouds were too bad, but 
as two machines sogged on ahead of me, I 
pushed on too. It started with a thin mist and 
then gradually got thicker. I continued so for 
about ten minutes, and then found that, ac- 
cording to my compass, I had turned com- 
pletely round and was heading out to sea. The 
clouds got thicker and the compass became use- 
less, swinging round and round. I was about 
7,000 feet up and absolutely lost. The next 
thing I realised was that my speed indicator 
50 



RAIDS ON THE BELGIAN COAST 

had rushed up to 90 miles an hour and the wind 
was fairly whistling through the wires. I 
pulled her up, but had quite lost control. 

A hair raising experience followed. I nose- 
dived, side-slipped, stalled,* etc., etc., time 
after time, my speed varying from practically 
nothing to over 100 miles an hour. I kept my 
head, but was absolutely scared stiff. I didn't 
get out of the clouds, which lower down turned 
into a snow-storm and hail, until I was only 
1,500 feet up. I came out diving headlong 
for the earth. As soon as I saw the ground, 
I of course adjusted my sense of balance, and 
flattened out. I was, however, hopelessly lost. 
The sea was nowhere in sight, and, so far as 
I could judge, I was somewhere over our own 
line behind Nieuport. 

I steered by my compass (which had recov- 
ered, being out of the clouds) and after a short 
time picked up the coast. I then tried to skirt 
round the snowstorm inland, but it went too 
far. Next I tried to get along the coast under- 
neath the storm, but also failed at this, so, feel- 
ing awfully sick, I started back for Dunkirk, 
fully expecting to be the one failure of the 

* Nose-diving, making a vertical descent. 

Side-slipping may occur to a machine that has lost her 
flying speed, and always occurs if the bank is too great or 
too little when turning. 

Stalling, loss of flying speed. 

51 



WITH THE FLYING SQUADRON 

party. On arrival there, however, I found 
them all back but one, and all had had similar 
experiences. One man turned completely up- 
side down in the storm. 

By the way, what finally decided me to come 
back was this. After trying to get under the 
storm along the coast (I had got very low down, 
about 3,000 feet), I heard two or three bangs, 
but took no notice. I happened to look round, 
however, and saw three nice little puffs of smoke 
about lOO yards behind me. Then came an- 
other, much nearer. *' Shrapnel," says I, and 
off I went to Dunkirk. 

I was pretty cold on arrival, having been two 
hours in the air. Grahame-White came down 
in the sea and was picked up by one of our de- 
stroyers. Pottered round the aerodrome for 
a bit, and looked at French and Belgian ma- 
chines. Anthony Wilding ''' is stationed there, 
also Carpentier,f whom I didn't see. 

Motored into the town for lunch and had 
a look around. Out to the aerodrome again 
in the afternoon, but nothing doing. Slept on 
the Empress over-night. We first lay down 
on the couches in the saloon, then turned in at 
II p.m., awfully tired. At 3.0 a.m. the stew- 

* The Tennis Champion, killed in action 12th May, 
1915. 

t Georges Carpentier, the boxer, French airman, injured 
in an aeroplane accident, 12th August, 191 5. 

52 



RAIDS ON THE BELGIAN COAST 

ards came in to lay breakfast. At 5.30 we 
were all up, still tired, dirty, and feeling rotten. 
Motored out to the aerodrome in the dark, 
awfully cold, ugh I I was one of the first off 
(in the dark). I didn't relish it a tiny bit. 
The weather was misty and cloudy, and very 
cold. Off Nieuport I was five miles out to sea 
and 4,000 feet up. Before I came abreast of 
it, I saw flashes along the coast. A few seconds 
later, bang! bang! and the shrapnel burst a 
good deal short of me, but direction and height 
perfect. I turned out to sea and put another 
two miles between me and the coast. By now 
a regular cannonade was going on. All along 
the coast the guns were firing, nasty vicious 
flashes, and then a puff of smoke as the shrapnel 
burst. I steered a zigzag course and made 
steadily out to sea, climbing hard. 

The clouds now became very troublesome. 
Ostend was simply a mass of guns. After fly- 
ing for three-quarters of an hour, I reached 
Zebrugge. I had to come down to 5,500 feet 
because of the clouds. I streaked in through 
them, loosed my bombs, and then made off. 
I was hopelessly lost, and my performance of 
the day before was repeated in the clouds. I 
got clear, however, at 4,000 feet, heading 
straight out to sea and side-slipping hard, the 
earth appearing all sideways on. I fairly 
streaked out to sea, and then headed straight 
53 



WITH THE FLYING SQUADRON 

home. I got back after i^ hours in the 
air. 

As to what happened generally, I can't tell. 
It may possibly appear in the papers. Maude 
came down in the sea and was picked up. I 
got back here shortly after 4.0 p.m. by boat. 
Am bringing my machine back later, I expect. 
I thought of wiring you to come down for the 
night, but find it's not feasible. After all, 
Dover isn't such a bad place, I'm thinking. I 
don't mind owning that I have been scared stiff 
once or twice in the last two days. They are 
hitting with shrapnel at 8,000 feet. They 
reckon to get third shot on for a cert. One 
machine came back riddled with bullets. The 
pilot had got down to 450 feet in the mist. 

With the very best love to all at home, 
Ever your loving son, 

Harold. 



Note 

The following is the Admiralty's official ac- 
count of the raid described in the foregoing 
letters : — 

" During the last twenty-four hours, com- 
bined aeroplane and seaplane operations have 
been carried out by the Naval Wing in the 
54 




Photo: Vandyk 
FLIGHT-LIEUT. HAROLD ROSHER, R.N. 



RAIDS ON THE BELGIAN COAST 

Bruges, Zeebrugge, Blankenberghe and Ostend 
districts, with a view to preventing the develop- 
ment of submarine bases and establishments. 

Thirty-four naval aeroplanes and seaplanes 
took part. 

Great damage is reported to have been done 
to Ostend Railway Station, which, according to 
present Information, has probably been burnt 
to the ground. The railway station at Blank- 
enberghe was damaged and railway lines were 
torn up in many places. Bombs were dropped 
on gun positions at Middelkerke, also on the 
power station and German mine-sweeping 
vessels at Zeebrugge, but the damage done is 
unknown. 

During the attack the machines encountered 
heavy banks of snow. 

No submarines were seen. 

Flight Commander Grahame-White fell Into 
the sea off Nieuport and was rescued by a 
French vessel. 

Although exposed to heavy gun-fire from 
rifles, anti-aircraft guns, mitrailleuses, etc., all 
pilots are safe. Two machines were damaged. 

The seaplanes and aeroplanes were under the 
command of Wing Commander Samson, as- 
sisted by Wing Commander Longmore and 
Squadron Commanders Porte, Courtney, and 
Rathbone." 



55. 



WITH THE FLYING SQUADRON 

Harold Rosher went back to France on lyh 
February f 19 15, and three days later took part 
in a further great raid, of which the following 
is the Admiralty's official account: — 

*' The air operations of the Naval Wing 
against the Bruges, Ostend-Zeebrugge District 
have been continued. 

This afternoon 40 aeroplanes and seaplanes 
bombarded Ostend, MIddelkerke, Ghistelles, 
and Zeebrugge. 

Bombs were dropped on the heavy batteries 
situated on the east and west sides of Ostend 
harbour; on the gun position at MIddelkerke; 
on transport waggons on the Ostend-Ghlstelles 
road; on the mole at Zeebrugge to widen the 
breach damaged in former attacks ; on the locks 
at Zeebrugge ; on barges outside Blankenberghe, 
and on trawlers outside Zeebrugge. 

Eight French aeroplanes assisted the naval 
machines by making a vigorous attack on the 
Ghistelles aerodrome, thus effectively prevent- 
ing the German aircraft from cutting off our 
machines. 

It Is reported that good results were obtained. 

Instructions are always Issued to confine the 
attacks to points of military Importance, and 
every effort Is made by the flying officers to 
avoid dropping bombs on any residential por- 
tions of the towns." 

S6 



RAIDS ON THE BELGIAN COAST 

Air Raid, i6th February, 1915. — Harold Rosher 
sent no written account of this raid, as he returned to 
Dover immediately after taking part in it. Describing his 
experiences in the raid, he stated that his instructions were 
to drop his bombs on a certain place behind Ostend. On 
leaving Dunkirk he flew up the coast. When he got past 
Nieuport, he came under heavy fire, and headed out to sea. 
Off Ostend the firing was terrific, and seeing ahead a big 
bank of clouds he continued past Ostend until he got above 
them. Thus concealed he turned and came inland, and 
was able to reach his objective unobserved. The explosion 
of his bombs was the first intimation the enemy had of his 
presence. Anti-aircraft batteries immediately opened fire 
on him, but by that time he was making off, and flying 
some miles out to sea, he came back down the coast in 
safety to Dunkirk. One can imagine the strained anxiety 
with which those who come back from raids such as this, 
await the arrival of overdue comrades. On this occasion 
three of them, including Harold's special chum, Flight-Lt. 
Gordon Riggall, never returned. 



XIII 
To his Father 

Hotel Burlington, Dover. 

24th February, 1915. 

Dear Dad, 

I arrived here safely In excellent time 
after quite a comfy journey. Mr. and Mrs. 
Riggall left yesterday, but during the course of 
57 



WITH THE FLYING SQUADRON 

the afternoon I received a very nice letter from 
him . . . [Their son, Lieut. Riggall, was 
"missing*']. 

If you can possibly manage it, come down 
to-morrow (Thursday) night. In case I am 
unable to meet you at the station, come straight 
on to the Burlington. I will reserve you a 
room. The Dunkirk boat was missed twice by 
torpedoes yesterday. She is now running very 
irregularly. I cannot be certain as to my move- 
ments, but will put you off by wire if necessary. 
On arrival here I found all my letters had been 
forwarded to the other side, also my Gieve life- 
belt. ... 

I think I just got away from home before 
you all quite spoilt me. It's awfully bad for 
one, you know, and mustn't occur again or I 
shall be getting quite beyond myself. I thor- 
oughly enjoyed every moment of my leave (ex- 
cept the being " shown off " part, which I en- 
dured with as good grace as possible), but I 
don't want any one to run away with the idea 
that I have done anything extraordinary. One 
has only to go across the other side to realise 
that everybody out there is doing his best. 
Army pilots are flying day after day for hours 
on end, under fire, and trench life must be no 
less trying. After all, when one comes to think 
of it, it was what I joined the Air Service for, 
and probably when all is said and done, the 

58: 



RAIDS ON THE BELGIAN COAST 

everyday routine will prove a much tougher job 
than these occasional stunts. 

Well, I've gassed long enough, so good-bye 
and very best love to all at home (mind you 
come down to-morrow night unless I wire you 
otherwise). 

Ever your loving son, 

Harold. 

P.S. — The watch Is keeping excellent time 
and the pipe is settling down into first-rate 
smoking order. 



59 



IV 
WITH THE B.E.F. 



XIV 

To his Mother 

No, I Naval Aeroplane Squadron, B.E.F. 

ist March, 1915. 

Dearest Mum, 

I only had time to scrawl off a few lines 
to you this morning, as the mail was just going 
out. We have been pretty busy the last day 
or so getting things shipshape. I am at last 
settled in a quite nice house with seven others. 
Maude and I are the two senior inmates, so 
are running the establishment. Unfortunately, 
we have no bath, but five minutes' walk from 
here there are some public baths, where we can 
get a hot tub any time between 8 a.m. and 7 
p.m. 

We are acting as our own censors here, and 
also have to censor all the men's letters — some 
of them are most amusing. There is nothing 
exciting at all happening. Weather has been 
pretty bad and shows signs of getting worse. 

Have just run out of ink, am now writing 
with coffee ! 

63 



WITH THE FLYING SQUADRON 

4th March, 191 5. 

We are settling down by degrees. Our 
house is really beginning to get quite comfort- 
able. Wilding has been staying here with us 
the last few days. 

6th March, 191 5. 

Had my first letter from you this morning, 
dated the 3rd, for which many thanks. It's the 
first news of any sort from home since we have 
been out here. Weather still continues very 
bad and, personally, I shouldn't mind a little 
more of it still. 

Did I tell you that my Gieve lifebelt had 
turned up? You can't imagine how firmly at- 
tached I am to it. I can't bear parting with it at 
night. The flask I have filled up to the stopper 
with rum — brandy and whisky are unprocura- 
ble. 

We don't get much in the way of light litera- 
ture, so any weekly papers, such as Sketches, 
Tatlers, Punch, are looked on as great luxuries. 
By the way, is the watch keeping good time? 
I had the chance of being inoculated the other 
day, but didn't think it worth while. I may 
be done later, possibly. 

Ever your loving son. Love to all at home. 

Harold. 

P.S. — There is a rumour that we get a week's 
leave after being out here three months. 

64 



WITH THE B.E.F. 

XV 
To his Mother 

No. 1 Aeroplane Squadron, B.E.F. 

7th March, 1915. 

Dearest Mum, 

Have just got your letter of the 4th inst. 
It arrived late in the day, after Dad's. I am 
afraid this has missed the mail; so won't go off 
for a couple of days. I have just come off 
duty; we get three days at it on end. There's 
no baccy to be procured out here, so could you 
send me on a % lb. tin of Friars' Mixture 
(medium) ? 

Am just back from a little bomb-dropping 
stunt over Ostend, but keep it quiet until it 
appears in the papers, or if it doesn't, allow 
say a week. It was bitterly cold and took about 
1% hours. I pushed the old bus up to 8,000 
ft, right above a terrific layer of clouds. It 
was a most wonderful sight. I only got occa- 
sional glimpses of the earth and sea, and was 
not fired at at all — in fact, I don't think I was 
ever even seen. 

It's quite impossible for me to let you know 
my whereabouts in France, but I seem to have 
a vague recollection of telling you where I was 
going before I left. If you can remember, all 

65 



WITH THE FLYING SQUADRON 

well and good. If not, put two and two to- 
gether, and the answer is ? 

Heaps of love to all, and Cheer O ! for my 
week's leave in 3 months' time. 

Ever your loving son, 

Harold. 



Note 

The following is the Admiralty's official ac- 
count of the raid described in the foregoing let- 
ter: — 

** Wing Commander Longmore reports that 
an air attack on Ostend was carried out yester- 
day afternoon (7th March) by six aeroplanes 
of the Naval Wing. Of these two had to re- 
turn owing to petrol freezing. 

The remainder reached Ostend and dropped 
eleven bombs on the submarine repair base and 
four bombs on the Kursaal, the headquarters of 
the military. 

All machines and pilots returned. 

It is probable that considerable damage was 
done. No submarines were seen in the basin. 

The attack was carried out in a fresh N.N.W. 
wind." 



66 



WITH THE B.E.F. 

XVI 

To his Father 

No. I Aeroplane Squadron, B.E.F. 
8th March, 1915. 

Dear Dad, 

I have struck rather an unfortunate day 
to-day. To begin with, this morning I was 
taxying my machine to the far end of the aero- 
drome, to start off into the wind, when I got 
into some very soft ground — result, before I 
knew where I was, I found the machine stand- 
ing up on its nose. Fortunately, the only dam- 
age was a broken propeller, which didn't matter, 
as it was already chipped and was going to be 
replaced. In the afternoon I had quite a good 
trip, just over an hour, and quite long enough, 
as it has been pretty nearly freezing all day 
long. I made a good landing, but a second or 
so after I actually touched the ground, a tyre 
burst, and I all but turned a complete somer- 
sault. For several seconds I was quite vertical, 
and then the machine fell back. One or two 
things were bent, but on the whole remarkably 
little damage. The skid broke and leading 
edge of one wing tip. A wheel also buckled 
up, but I should be going strong again by to- 
morrow. 

67 



WITH THE FLYING SQUADRON 

I2th March, 1915. 

Still going Strong and things on the whole 
keeping fairly quiet. There has been another 
little bomb-dropping episode, in which I didn't 
take part, however, as my machine was under- 
going some repairs. Please send on my fur 
coat at once, as my leather one has given out 
suddenly — am sending It back to Gieve's Im- 
mediately on receipt of other. 

14th March, 1915. 

Many thanks for letter. Flight, and the Aero- 
plane, received yesterday. The days are length- 
ening out tremendously now, and we manage 
to get in quite a good walk after tea along 
the front. There is an excellent promenade, 
crowded with the town folk, and most gorgeous 
sands with heaps of very pretty shells. The 
sands make a most perfect landing ground and 
have already come In very useful in emergency. 

I flew a Vickers gun bus [gun-carrying bi- 
plane] the other day (you saw one at Dover, I 
think). I didn't like It much. For one thing 
It was very badly balanced, and secondly, I don't 
like a monosoupape [engine] (lOO h.p. 
Gnome). My own machine I can get so per- 
fectly balanced that I can let go the controls for 
minutes on end. Had a delightful trip to-day 
to . . . It's most Interesting watching the shells 
burst. Somebody's beginning to push pretty 
68 



WITH THE B.E.F. 

hard in places, I can tell you. We hear the 
guns hammering away day and night now. 

Our aerodrome here is a beastly small one. 
I have had several narrow shaves already of 
running into things, and feel sure that before 
long I shall " crash " something. I think that 
I shall shortly have an opportunity of flying a 
monoplane. Am looking forward to it '' some." 

Love to all. 

Ever your loving son, 

Harold. 



XVII 

To his Mother 

No. I Naval Aeroplane Squadron, B.E.F. 
15th March, 1915. 

Dearest Mum, 

Have had a great time to-day. First 
thing in the morning the CO. gave Maude 
and myself the whole day off. We promptly 
secured a car, passports and pass-words, had an 
early lunch, and then sallied forth full of hope 
to see the War. Our password held good 
until we got into Belgium, and then proved 
** dud." The sentry, however, very kindly sup- 
plied us with another. We were rather unfortu- 
nate in getting a tyre punctured, but half a dozen 

6q 



WITH THE FLYING SQUADRON 

Belgian soldiers rushed up and asked us if 
we wanted any help, and how many men. They 
carefully explained they would do anything to 
help the English. Eventually they did every- 
thing for us. The place we visited was the 
same as I went to when over here before. This 
afternoon it was being rather heavily bom- 
barded. We left our car outside the town, 
shells bursting within 50 yards of It. We then 
sallied forth on foot into the town — terrific 
bangs from the French guns firing near us, and 
shells fairly whistling overhead. You can tell 
when they are coming near you by the sound 
they make. The French soldiers are quite 
wily, and scuttle away like rabbits, when they 
hear one coming near. In the town several 
shells burst very near us, and fragments of stone 
and dust fell freely around us — rather too 
warm for my liking. There was quite a differ- 
ence since I was last there, several more build- 
ings being reduced to ruins. One shell hole 
would have concealed 40 or 50 men easily. We 
only stayed half an hour, and saw quite enough. 
Two Frenchmen were killed here this even- 
ing. They stalled and side-slipped from about 
80 feet In a Volsin and were killed Instantly. 
From what I heard they were smashed to bits. 

It's all luck. B fell 400 feet and only 

sprained his ankle, and these two fellows broke 
every bone In their bodies. The machine 

70 



WITH THE B.E.F. 

caught fire on the ground and was burnt to f 
bits. I saw the remains this evening. Two i 
French machines and four pilots are missing \ 
from a little bomb-dropping stunt of theirs yes- 
terday. You never hear of these things at 
home, but flying casualties are heavier than 
one is led to believe. A short time back the 
R.F.C. [Royal Flying Corps] lost five in a 
week! 

Have just discovered that the Duchess of 
Sutherland and Lady Rosemary are running a 
hospital out here. 

French sanitary arrangements are really ex- 
traordinary. I don't beheve there is a drain in 
the place. Such things are unknown in small 
French towns. 

Am sending you a cheque for £20, as it is an 
awful nuisance getting cash here. I want you 
to send me on £5 at once in notes and the rest 
as I ask, as I don't want a lot of money about 
me. Also I expect I owe you something for 
flea bag, etc., and I am sure to be wanting other 
things later. Am sending you on the pins and 
brooches. 

.Very best love. 

Ever your loving son, 

Harold. 



71 



WITH THE FLYING SQUADRON 



XVIII 
To his Mother 

No. I Naval Aeroplane Squadron, B.E.F. 

i6th March, 1915. 

Dearest Mum, 

Whatever Induced you to do it? The 
tobacco, etc., arrived, but the toffee had all 
melted, and a more sticky mess you can't con- 
ceive. It was as much as I could do to read 
your letter. I managed to rescue some of the 
toffee and the general opinion on same is that 
It is very good. Two letters from Dad and the 
sleeping bag arrived by same mail, for which 
many thanks. 

I had to make a hurried landing on the sands 
to-day owing to an exhaust cam [valve oper- 
ating mechanism] breaking. Flew my machine 
back In the evening. Have just started another 
three days' duty. 

Love to all. 

Ever your loving son, 

Harold. 



72 



WITH THE B.E.F. 
XIX 

To his Father 

No. 1 Naval Aeroplane Squadron, B.E.F. 

2ist March, 1915. 

Dear Dad, 

Very little news of interest to tell you. 
I was sent out suddenly yesterday afternoon 
late to look for a Zepp, but saw nothing. It 
was dusk by the time I got back, and an inlet 
valve went just as I was coming in. I couldn't 
reach our aerodrome, but just managed to 
scrape into the Belgian one alongside. The 
French brought down a Taube to-day and one 
yesterday (anti-aircraft guns). They are get- 
ting nearly as hot as the Germans. I can tell 
you that some of us are beginning to think our 
chances of seeing England again are somewhat 
remote. 

To-day has been the most perfect day we 
have had out here so far. This afternoon I 
shot a wild duck with a Webley-Scott pistol at 
50 yards. It was the 6th shot, but the others 
were all very close — not bad shooting, eh? 

The Punches turned up alright, but much 
later than the other papers — all much appre- 
ciated. Best love. 

Ever your loving son, 

Harold. 

73 



WITH THE FLYING SQUADRON 

XX 

To his Mother, 

No. I Squadron, R.N.A.S., B.E.F. 

23rd March, 1915. 

Dearest Mum, 

Another fine day, and let's hope the 
weather will last. The town this afternoon is 
crowded with small girls all in white — long 
skirts and veils — confirmation, I suppose. 

Have spent a very busy day tuning up my 
bus, and am not over satisfied with it now. 
To-morrow at the crack of dawn I am off on 
another stunt, this time more hazardous than 
ever. When I start thinking of the possibili- 
ties, or rather probabilities, I go hot and cold 
by turns; so endeavour to switch off on to some- 
thing else, but it keeps coming back to the same 
old thing. Am not posting this until just be- 
fore I start, but all the same can tell you no de- 
tails. By the time you get this, I shall either 
have returned safely or be elsewhere. The 
papers will no doubt give you more news than 
I can at present. Suffice it to say, that my jour- 
ney will be round about 200 miles and will last 
4 — 5 hours. It is even doubtful whether we 
shall have enough petrol to bring us back. It's 

74 



WITH THE B.E.F. 

a first-rate stunt though, and I suppose a feather 
in my cap, being one of the chosen few. 
Very best love to all. 

Ever your loving son, 

Harold. 



XXI 

To his Mother and Father 

No. I Squadron, R.N.A.S., B.E.F. 

24th March, 1915. 

Dearest Mum and Dad, 

Another successful little jaunt. Five of 
us were chosen to go — Capt. Courtney [Major 
Ivor T. Courtney, Squadron Comdr., R.N.], 
Meates (who travelled up to town from Dover 
in the train with Dad) self, and two subs named 
Andreae and Huskisson. Courtney and I got 
there and back, Meates [B. C, Fit. Lieut, 
R.N.] came down in Holland with engine trou- 
ble, and is interned. . . . Andreae [P. G. An- 
dreae, Fit. Lieut., R.N.] lost his way in the 
clouds and fog, and came back, and Huskisson 
[B. L. Huskisson, Fit. Comdr., R.N.] did the 
same, only dropped his bombs on Ostend on the 
way. Our mark, by the way, was the sub- 
marine base at Hoboken, near Antwerp. 

75 



WITH THE FLYING SQUADRON 

Yesterday morning we were to have gone, 
but the weather was not good enough, and last 
night we slept at the aerodrome, so as to get off 
at the " crack of dawn." This morning we got 
up about 3.30 a.m. (thank goodness, the 
weather was warm), and breakfast followed. 
It's mighty hard to get down eggs and bread 
and butter at that hour. We cut for the order 
of starting, but decided to keep as near one an- 
other as possible. I went off last but one, at 
5.30 a.m., and streaked out straight across the 
sea. We were pretty heavily loaded, and my 
bus wouldn't climb much. I saw one machine 
ahead of me, but lost it almost immediately in 
the clouds, which were very low (2,500 feet), 
and it was also very misty. 

Our course was right up the coast, past 
Zeebrugge, and then cut in across the land. At 
the mouth of the Scheldt I got clear of some of 
the clouds and saw Courtney behind and 2,000 
feet above me, my machine then being about 
5,000 feet only. He rapidly overtook me (we 
were all on Avros, but his was faster), and 
from then on I followed him over the clouds. 
Unfortunately, over Antwerp there were no 
clouds. Courtney was about ^vq or six minutes 
in front of me, and I saw him volplane out of 
sight. I had to go on some little way before I 
spotted the yards myself. I next saw Courtney 
very low down, flying away to the coast with 

76 




Photo: Russell, Southsea 
SQUADRON-COMMANDER IVOR T. COURTNEY, R.N. (mAJOR R.M.L I.) 

Who led the raid on Hoboken, described in the accompanying letter 



WITH THE B.E.F. 

shrapnel bursting around him. He came down 
to under 500 feet, and being first there, dropped 
his bombs before he was fired on. 

As the wind was dead against me, I decided 
to come round in a semi-circle to cross the yards 
with the wind, so as to attain a greater speed. 
I was only 5,500 feet up, and they opened fire 
on me with shrapnel as soon as I got within 
range. It began getting a bit hot, so before I 
got quite round I shut off my petrol, and came 
down with a steep volplane until I was 2,500 
feet, when I turned on my petrol again, and 
continued my descent at a rate of well over a 
hundred miles an hour. I passed over the yards 
at about 1,000 feet only, and loosed all my 
bombs over the place. The whole way down 
I was under fire, two anti-aircraft in the yard, 
guns from the forts on either side, rifle fire, 
mitrailleuse or machine guns, and, most weird 
of all, great bunches ( 15 to 20) of what looked 
like green rockets, but I think they were flam- 
ing bullets. The excitement of the moment 
was terrific. I have never travelled so fast be- 
fore in my life. My first impressions were the 
great speed, the flaming bullets streaking by, the 
incessant rattle of the machine gun and rifle fire, 
and one or two shells bursting close by, knock- 
ing my machine all sideways, and pretty nearly 
deafening me. 

On my return I found my machine was only 
77 



WITH THE FLYING SQUADRON 

hit twice — rather wonderful ; one bullet hole 
through the tail and a piece of shrapnel buried 
in the main spar of one wing. I have now got 
it out. 

I found myself across the yards, and felt a 
mild sort of surprise. My eyes must have been 
sticking out of my head like a shrimp's I I 
know I was gasping for breath and crouching 
down in the fuselage [body of the machine]. 
I was, however, by no means clear, for shrapnel 
was still bursting around me. I jammed the 
rudder first one way and then the other. I 
banked first on one wing tip, and then on to 
the other, now slipping outwards, and now up 
and now down. I was literally hedged in by 
forts (and only i,ooo feet up), and had to run 
the gauntlet before getting away. I was under 
rifle fire right up to the frontier, and even then 
the Dutch potted me. 

My return journey was trying. Most of the 
time I had to fly at under 500 feet, as I ran 
into thick clouds and mist. I pottered gaily 
right over Flushing, and within a few hundred 
yards of a Dutch cruiser and two torpedo boats. 
I got back home about a quarter of an hour 
after Courtney, having been very nearly four 
hours in the air, and having covered, I suppose, 
getting on for 250 miles. 

Have not yet heard what damage was done. 
The CO. was awfully braced. 

78 



WITH THE B.E.F. 

I had some breakfast when I got back, wrote 
out my report, had lunch, and then a very, very 
hot bath. To-morrow I am going out with 
Courtney to see the War, as we have been given 
the day off to do as we please. 

My engine gave me several anxious moments. 
For some reason it cut right out over the 
Scheldt, and I had actually given up all hope 
when it picked up again. It was pretty risky 
work flying several miles out to sea, only just 
In sight of land too, but our surprise (or I 
should say Courtney's) of the Germans was cer- 
tainly complete. 

Must really stop now. 

Ever your loving son, 

Harold. 



Note 

The following is the Admiralty's official ac' 
count of the Antwerp raid: — 

" The Secretary of the Admiralty yesterday 
afternoon [24th March] Issued the following 
communication from Wing Commander Long- 
more : — 

I have to report that a successful air attack 
was carried out this morning by five machines 
79 



WITH THE FLYING SQUADRON 

of the Dunkirk Squadron on the German sub- 
marines being constructed at Hoboken near 
Antwerp. 

Two of the pilots had to return owing to 
thick weather, but Squadron Commander Ivor 
T. Courtney and Flight Lieutenant H. Rosher 
reached their objective, and after planing down 
to looo feet dropped four bombs each on the 
submarines. It is believed that considerable 
damage has been done to both the works and 
to submarines. The works were observed to 
be on fire. In all five submarines were observed 
on the slip. 

Flight Lieutenant B. Crossley-Meates was 
obliged by engine trouble to descend in Hol- 
land. 

Owing to the mist the two pilots experienced 
considerable difficulty in finding their way, and 
were subjected to a heavy gunfire while deliver- 
ing their attack." 



The French official communique gave precise 
details, thus : — 

" At Hoboken the Antwerp shipbuilding yard 
was set on fire and two submarines were de- 
stroyed, while a third was damaged. Forty 
German workmen were killed and sixty-two 
wounded." 

80 



WITH THE B.E.R 

XXII 

To his Father 

No. I Squadron, R.N.A.S., B.E.F. 

26th March, 1915. 

Dear Dad, 

I had quite a good time yesterday with 
Courtney, although the weather was so bad. 
We started out gaily through Bergues, a rip- 
ping little town, then Cassel, a most delightful 
spot. It is perched up on a hill in the middle 
of a plain and you get a grand view around. 
We visited some R.F.C. people at St. Omer, 
had lunch there and then went out to Wipers 
(Ypres). There was nothing doing there, but 
even though we had all sorts of passes, we 
could not get near the firing line. The Cloth 
Hall and Cathedral we thoroughly inspected 
though — most lovely places, utterly in ruins. 
The remainder of the town is really very little 
touched — nothing like Nieuport, where there 
is not a whole building anywhere. We got 
back home about 6 p.m., having enjoyed our- 
selves immensely and feeling quite tired out. 
My troubles weren't over though, as I found a 
little " chit " awaiting me, asking me to dine 
with the Commander. 

The First Lord wired his " Congrats " to us 
8i 



WITH THE FLYING SQUADRON 

through Longmore — some feather in our caps, 
what ! This morning I see all sorts of garbled 
accounts in the newspapers. My photo in the 

is awful. ought to be shot. 

Must close as the mail is just going out. 
Best love to all. 

Ever your loving son, 

Harold. 



XXIII 

To his Mother 

No. I Squadron, R.N.A.S., B.E.F. 

3ist March, 1915. 

Dearest Mum, 

We can hear the guns when the wind 
is our way, and on a clear day we can see shrap- 
nel bursting in the air. What do you think of 
this story, the latest from the trenches? It's 
not quite a drawing-room one ! 

One Tommy, speaking to another over the 
trenches : — " Ello, Bill, got a lice over there? " 
" Garn, we ain't lousy." " I mean a boot- 
lice." 

Love to all. 

Ever your loving son, 

Harold. 
82 



WITH THE B.E.F. 

P.S. — Meates did get to Hoboken and came 
down in Holland on return journey. 

Tell Dad to let me know when he is coming, 
as near as possible, so that perhaps I can ar- 
range to meet him. The boat does not cross 
here every day, but he can also come via Calais. 
Think I can fix up a room over the road. 



XXIV 

To his Sister 

No. I Squadron, R.N.A.S., B.E.F. 

ist April, 1915. 

Dear old Girl, 

I really feel I owe you a few lines, as 
you have honoured me with several epistles 
lately, which I fear have remained unanswered. 

Did my last letter to Mother arrive very 
sticky? It left here sopping wet, and thereby 
hangs a tale. I hadn't time to re-write it, as 
the mail was just going out. I unfortunately 
had the letter on me and, in conjunction with 
myself, it got rather a bad ducking. 

I was sent up with an observer this morning 
In a Vickers gun bus (a pusher machine), and 
all went well until coming home, when my en- 

83 



WITH THE FLYING SQUADRON 

gine petered out, when I was only 400 feet over 
the town. I hadn't much choice of landing 
grounds, and preferred to come down in one of 
the docks to landing on a house-top or in a maze 
of telegraph wires. I pancaked [flattened 
out] as much as possible, but hit the water with 
a bit of a biff. Things then began to happen 
pretty suddenly. I remember seeing my ob- 
server shot out into the water about twenty 
yards ahead, and the next thing I knew was that 
I was under the water and still in the machine. 
I was scared " some," and the water tasted 
beastly salt, but I pulled myself together, and 
says I to myself, ses I, " Harold, my boy, if you 
don't keep your head and get out of this damn 
quick, you'll drown for a cert like a rat in a 
trap." So I carefully thought out just where 
the top plane would be, and disentangled my- 
self from things in general. It took a long 
time though, and I was relieved " some " when 
I bobbed up to the surface. I was rather sur- 
prised at keeping afloat very easily, as I had 
heaps of clothes on. 

On arrival at the surface, I found my ob- 
server hanging on to the machine, and it didn't 
take me long to get a hold on it myself. We 
were only about 40 yards from the side of the 
dock, but didn't venture to swim, as the sides 
were twenty feet high, and the ladders only just 
reached to the water. There were no boats at 

84 




ii 



ONE VICKERS FIGHTING BIPLANE PHOTOGRAPHED FROM ANOTHER 




A VICKERS FIGHTING BIPLANE 



It was on a machine of this type that Lieut. Rasher plunged into 
the Docks at Dunkirk 



WITH THE B.E.F. 

all there, but we soon had a hundred or so dock 
hands around the side, all of whom seemed to 
talk very volubly, but were very incompetent. 
The water was icy cold and we were very cold 
before coming into it. With some difficulty 
I managed to undo a button or so and blow out 
my Gieves waistcoat, but it wasn't really neces- 
sary as I was keeping afloat well. After a bit 
some life belts were thrown out, and two men 
came out on a little raft. I swam to a life belt 
and my observer (Collen) [Lieut. A. R. Col- 
len, R.M.A.] got on the raft. We both had 
to be hauled up out of the dock with ropes, and 
by the time we got on terra firma, it was as 
much as we could do to stand up. We were 
in the water about 20 minutes, and I don't think 
I have ever been so cold before. 

We walked rapidly off to the aerodrome, 
half a mile away, and there had a stiff rum and 
milk, and stripped in front of a fire and had 
a good rub down. We had lunch wrapped up 
in towels and were then rigged out in blue jer- 
seys and blue serge trousers. This afternoon 
we have both had a hot bath and are feeling 
none the worse. The CO. was very amused 
about the whole proceeding and laughed heart- 
ily at us. The machine is but very little dam- 
aged, but will take some salving. My pocket 
book, cheque book, etc., are all in a nasty sticky 
state. Thank goodness! I hadn't my gold 
85 



WITH THE FLYING SQUADRON 

watch. My clothes (including new fur coat) 
are, I am afraid, all ruined. 

This afternoon Garros [Lieut. Roland Gar- 
ros] shot down a Taube from his Morane. 
The poor wretches were burnt to death. Two 
of our people raided Zeebrugge and Hoboken 
again this morning. 

Love to all. 

Ever your loving brother, 

Harold. 



XXV 

To his Father 

No. I, Naval Aeroplane Squadron, B.E.F., 
i3th April, 1 91 5. 

Dear Dad, 

Many thanks for letter received yester- 
day telling of your safe return. I think you 
must have omitted enclosure. By the way, the 
papers turned up the day after you left. 

Have been very busy the last two days with 
our new busses. None have been flown yet, but 
we are prepared for fireworks. Three men 
have been killed on them in Paris in the last 
month. Babington and Sippe are both back. 

86 



WITH THE B.E.F. 

— turned base over apex on landing 



his tabloid [fast scouting machine]. 

15th April, 1915. 

Sad to relate, I have decided to part with old 
873. She was really getting too ancient, and 
has now been packed up and is going to be 
sent home for School work; too bad, isn't it? 
It would have been a far better ending had I 
crashed her. I have written up her raids in- 
side the fuselage — (i) Friedrichshafen, (2) 
Zeebrugge, (3) Ostend, (4) Ostend again, and 
(5) Hoboken — some record! I asked per- 
mission to fly her home, but the CO. didn't bite. 
I was awfully disappointed. 

My new bus is a Morane parasol, 80 h.p. 
Le Rhone. They are supposed to climb like 
fire and do over 80 miles per hour, but are very 
touchy on the elevator and rather trying to fly. 
I have not yet been up in her. 

Garros brought another machine down to- 
day, and a Frenchman managed to fly back to 
our own lines after having one foot smashed by 
shrapnel over Ostend. 

17th April, 1915. 

Very little news of interest to tell you, but 
here goes for what there is. My Morane para- 
sol was ready to-day and Babington tested it. 
If the weather Is fine to-morrow, I shall float 

87 



WITH THE FLYING SQUADRON 

forth on it into the " ethereal blue." Not hav- 
ing flown a monoplane before, I am all of a 
" doo-da." 

Yesterday I went out to see the War at 

N . Though a fine day, the Bosches were 

not bombarding, so we went around in peace, 
and I brought back a few shell fragments with 
me which you may find interesting. For the 
rest, our miserable lives continue much as be- 
fore. The Frenchmen here have lost a ma- 
chine to-day, but the R.F.C. brought down 
an Aviatik at Wipers, so that makes us all 
square. 



19th April, 1915. 

I have flown my Morane twice. It is a most 
comic affair, but I think I shall like it when I 
get more used to it. It is very light on the 
controls, especially the elevator, and gets off 
the ground before you can say '* squeak." 
Garros was missing last night, and there has 
since been a rumour that he is a prisoner of 
war.* This is, of course, a nasty knock for us. 

A Frenchman had rather a bad accident here 
this morning. He ran over the bank at the 
top end of the aerodrome in a Voisin and turned 

* Lieutenant-aviator Roland Garros (French) was forced 
to land near Ingelmunster, in West Flanders, on the even- 
ing of the 1 8th April, and was taken prisoner. 

88 



WITH THE B.E.F. 

a complete somersault. The machine Immedi- 
ately caught fire. The passenger got off all 
right, but the pilot was badly burnt. Five min- 
utes after they got him out one of his bombs 
went off with a terrific bang. The machine was 
entirely wrecked. 



24th April, 191 5. 

Just a few lines to let you know I am still in 
the land of the living. I see in the papers that 
Colonel Rosher (Dorsets) has been killed in 
the Persian Gulf. The Dorsets seem to have 
had a pretty rough time. 

Spenser Grey [Squadron Commander 
Spenser D. A. Grey, D.S.O., R.N.] and Mars- 
den [Fit. Lieut. H. S. Marsden, R.N.] paid a 
visit to Ostend to-day with bombs, and Sippe 
was turned upside down on the ground in a 
Morane by a gust of wind this afternoon. He 
was unhurt, but the machine was badly damaged. 



27th April, 1915. 

Many thanks for the torches, papers, etc. 
There is nothing much doing here at the mo- 
ment. According to the papers, the Germans 
are making another dash for this place. There 
is certainly a hell of a row going on. We hear 
the guns day and night. 

89, 



WITH THE FLYING SQUADRON 

29th April, 1915. 

Not a line from any one for quite three days ! 
Whatever has become of you all? There has 
been some excitement here to-day. To begin 
with, three enemy aircraft came over here before 
breakfast, and then another between eleven and 
twelve o'clock. It was most comic to see our 
infuriated machines dashing off into the atmos- 
phere in pusuit, with not an earthly chance of 
catching them. Soon after eleven o'clock there 
was a big explosion in the town and we all did a 
great leap into the air. From then, for nearly 
three hours, we were shelled with the greatest 
regularity at five minute intervals. We all 
climbed on to the roof of one of our sheds and 
watched through glasses the explosions, occur- 
ring to the second almost; big stuff it was too, 
12" I should say, and fired from the back of 
Nieuport, quite 20 miles away. The total bag 
was 40 killed and 60 wounded. They put 
about 20 shells into the town, one only 500 
yards from the Sophie.'*' To give you an idea 
of the damage they do, one shell wrecked two 
houses entirely and half of both houses on either 
side. Windows were broken in the streets all 
round — " some " mess, I can tell you. 
Love to all. 

Ever your loving son, 

Harold. 

*The villa where he was billeted. 
90 




THE OVERTURNED MORANE 

To which reference is made in the accompanying 

note. Lieut. Rosher was under the machine 

when the photograph was taken 




A SNAPSHOT OF LIEUT. ROSHER 

Taken about the period of this accident 



WITH THE B.E.F. 



Note 



About the end of April Lieut, Rosher crashed 
on his Morane at Dunkirk. The machine over- 
turned and was completely smashed up, but he 
came out uninjured. 



91 



TAKING A NEW MACHINE TO 
FRANCE 



Note 

In the second week of May, 19 15, Harold 
Rosher arrived home unexpectedly, with orders 
to fly a new machine, a B.E. 2 C, from Hendon 
to Dunkirk. He tried the machine, hut was 
not satisfied with the engirte. On the 12th 
May, however, he telephoned to his father to 
come to the aerodrome to lunch with him, as he 
intended, if possible, to make a start immedi- 
aiely after lunch. The latter accordingly 
joined him, and about 3 p.m. Harold got into 
the machine and his father bade him farewell. 
As he rose, one could hear the engine missing, 
and at about 1000 feet, realising that there was 
clearly something wrong, Harold turned back 
to the aerodrome. Mechanics from the makers 
were sent for and they spent a day or two on 
the engine. On the 16th May, as he was told 
nothing 7nore could be done to it, he decided to 
move off. He got across to Dunkirk, and his 
experiences en route are described in the follow- 
ing letters. 



95 



WITH THE FLYING SQUADRON 
XXVI 

To his Mother 

The Grand Hotel, Folkestone. 

17th May, 191 5. 

Dearest Mum, 

I was up betimes yesterday morning, 
but did not get away from Hendon until about 
7.0 a.m. I could only secure half a dozen 
biscuits and a cup of tea before leaving. It was 
very thick, and clouds at 4,000 feet. I went 
via Harrow, Staines, and Redhill. Once at 
this last place, all you have to do is to follow 
the railway Hne, which runs straight as a die 
to Ashford. My engine was most alarming, 
making all sorts of weird noises, and I was 
kept very busy the whole way spotting the field 
I should land in if It petered out. 

A pretty strong head wind made the going 
slow, and just after Redhill I ran into rain. I 
stuck It for half an hour, getting very wet and 
seeing hardly anything. Then the engine 
showed serious signs of giving up the ghost. 
What finally made me decide to come down 
was that I couldn't get any pressure in my 
petrol tank. I went on a bit and then chose a 
good-looking field with a road on one side and 
some houses at one corner. Here I landed in 
great style. 

96 



TAKING NEW MACHINE TO FRANCE 

On getting down, the field was not quite so 
good as it looked from above, being on a slope 
and with a somewhat uneven surface. The 
usual crowd collected, despite the ram, and I 
soon had the machine covered up with tar- 
paulins and a territorial guard installed. I had 

breakfast with a Mr. and Mrs. R close 

by, and afterwards went into Headcorn, a mile 
away, and telephoned to the Admiralty, etc. I 

had lunch with the R s and five daughters 

(swish, I was all of a doo-da!), and then spent 
the whole of the afternoon trying to get my 
beastly engine to go. It's an awful dud. 

I eventually took the air before an admiring 
crowd at about 5.0 p.m., and made for Folke- 
stone soon after. It was a wretched evening, 
and though it had stopped raining, I had to 
come down to under 2,000 feet to avoid clouds. 
I caught a glimpse of Wye when passing Ash- 
ford. Made a very stunt landing here and met 
a R.F.C. officer I know. We came straight on 
to the Grand, and after a drink at the Metro- 
pole, I had a bath, then dinner and a smoke, 
and went to bed. To-day it is blowing a gale 
and raining cats and dogs. Am proceeding to 
Dover first opportunity. 

Love to all. 

Ever your loving son, 

Harold. 



97 



WITH THE FLYING SQUADRON 

XXVII 

To his Father 

No. I Wing, R.N.A.S., B.E.F. 

19th May, 1915. 

Dear Dad, 

I have at last arrived safely at my 
destination. Yesterday was a rotten day, but 
I motored to Dover in the afternoon and from 
there into St. Margaret's Bay, where I saw the 
holes made by the Zepp bombs. They were 
most disappointing, being very small, one foot 
by six inches deep. They were incendiary and 
not explosive. 

I took the air from Folkestone this afternoon 
at 3.15 and circled round for 15 minutes, getting 
to only 2,000 feet. At that I pushed off across 
the Channel. My engine developed a most 
appalling vibration, and I hardly hoped to reach 
the other side. I arrived at Calais at 1,500 
feet, and struggled on up the coast here. 

Things are much as usual. I am taking an 
80 Avro out to an advanced base to-morrow 
morning, the B.E., of course, being useless. 
Maude and Andreae are at Whale Island, the 
Commander in town, and Sippe and Wilson 
[J. P. Wilson, D.S.O., Squadron Comdr., R.N.] 
in Paris. We are all at the aerodrome and 
98 



TAKING NEW MACHINE TO FRANCE 

most uncomfy — Balllle [Lieut. J. E. Innes 
Baillie, R.M.A.] on leave, and Courtney going 
on sick leave to-morrow. Please send the 
gramophone at once. 



2ist May, 1915. 

Here I am, going strong at our advanced 
base, only five miles behind the firing line. I 
was up yesterday morning at four, but did not 
get away in the Avro until five, as it was very 
misty. I arrived here in due course. We 

have a ripping little villa at . It is a most 

interesting place; the King of the Belgians 
lives here. We were shelled the night before 
last, and a Taube came over this morning and 
dropped a bomb at the end of the aerodrome. 
Will write more later. 



22nd May, 1915. 

Nothing very much in the way of news. A 
Taube came right over the aerodrome this 
morning at about 7,000 feet. I at once went 
after it in the Avro, but got nowhere near. 
First thing this morning I saw a Maurice com- 
ing down vertically and spinning hard — lost 
sight of it behind the housetops — pilot and 
passenger badly hurt — was surprised to hear 
they were alive. It was a horrid sight. 
Anxiously awaiting arrival of gramophone. 

99 



WITH THE FLYING SQUADRON 

23rd May, 1915. 

Turned out soon after five this morning and 
went up for an hour and a half waiting for 
Taubes. I chased several allied machines, but 
found nothing hostile. Had not been down 
twenty minutes before one came out. Later on 
in the morning two came right over the aero- 
drome. I went up in pursuit, but got nowhere 
near them. Things are pretty lively on the 
whole. Besides the regular artillery, there is 
an intermittent cannonade of anti-aircraft guns, 
either from us at the Taubes or from the Huns 
at us. The sky becomes absolutely dotted with 
little puffs of shrapnel, which are visible for 
half an hour at least. 

This evening I went Into the town. It's full 
of life, a band playing and all the shops open. 

Babington flew my B.E. yesterday,* and the 
beastly thing nearly caught fire. We are get- 
ting a new engine for it from Paris. 

Love to all. 

Ever your loving son, 

Harold. 

*This was the machine he flew from Hendon to Dun- 
kirk. 



100 



VI 
WITH THE B.E.F. AGAIN 



XXVIII 

To his Mother 

No. I Wing, R.N.A.S., 
B. Squadron, B.E.F. 
29th May, 1915. 

Dearest Mum, 

Have not written for ages, but you 
must excuse, as we have been so busy. This 
Is really my first opportunity. All sorts of 
things have been happening. To begin with, 
the Commander announced the other night that 
the whole wing Is going to be recalled within 
the next two months, so I shall anyhow be 
home again before long — expect to go Into 
seaplanes. 

We had a Zep scare the other night, though 
It was blowing half a gale. We were at the 
aerodrome all night, and went up at 3.0 a.m. 
for an hour and a half — eventually got to bed 
at 6.0 a.m. and slept until 10 o'clock. 

We have been having some lovely weather 
lately, except the last few days, which have been 
103 



WITH THE FLYING SQUADRON 

bad. All the same we keep flying in any 
weather, sometimes two and three trips a day. 

I went out to the War the other afternoon to 
see one of our anti-aircraft guns. We fired 
into the German trenches, and about two 
minutes later they repHed with zest. Four or 
five shells whizzed over and burst about 30 
yards behind us in a field. I picked up some 
fragments almost too hot to hold. We were 
within 1000 yards of the Huns and could see 
their and our own trenches rippingly through 
glasses. 

Have given up chasing Taubes. One can 
never get them. We have commandeered an 
old bathing hut for our office at the aerodrome, 
and have rigged up an awning outside, and 
bought deck chairs. You should see us all 
lying back in the sun with field glasses glued 
to our eyes, watching the various aeroplanes, 
with shrapnel bursting all round them. Our 
shooting is awfully bad on the whole. 

Our villa is first-rate, and oh! the gramo- 
phone has arrived safe and sound. WilHng 
hands helped to unpack it, and we got it going 
in record time. It is immensely appreciated. 
We had some Belgian officers to dinner the 
other night, and last night we visited them. 
They are awfully good fellows and we got on 
famously. Last night was great fun. The 

Belgian C had unfortunately swallowed 

104 



WITH THE B.E.F. AGAIN 

two submarines by mistake, and the only Eng- 
lish he knew was, " To your eyes." This we 
drank, also " England toujours " and " Vive les 
Beiges." English and French songs were sung, 
etc., etc. There was a huge uproar. The Bel- 
gian C would insist on wearing B 's 

hat, and bestowed many kisses on the badge 
before parting with it. 

I do wish my camera would arrive, as I am 
missing some great opportunities. 

Love to all. 

Ever your loving son, 

Harold. 



XXIX 

To his Sister 

No. I Wing, R.N.A.S., 
B. Squadron, B.E.F. 
30th May, 1915. 

Dear old Girl, 

Just a line or so, which I fear will be 
late, to wish you many happy returns. I sup- 
pose I shall have to forget these occasions very 
shortly, or at least to pretend to. Am enclos- 
ing a pound note for you to get yourself some 
105 



WITH THE FLYING SQUADRON 

oddments, as there is nothing to be had out 
here. I went into Dunkirk for lunch to-day — 
every one was very cheery. I had a wonderful 
view of part of the front this evening, every 
trench and shell hole standing out with extraor- 
dinary clearness. Am hoping to be home again 
before long. 
Very best love. 

Ever your loving brother, 

Harold. 



XXX 

To his Father 

No. I Wing, R.N.A.S., 
B. Squadron, B.E.F. 
ist June, 1915. 

Dear Dad, 

Have had quite a number of thrills since 
I wrote last. Yesterday afternoon I reached 
a height of 10,400 feet on my Avro on a recon- 
naissance, which is my height record so far — 
some vol plane descending. 

In the evening we had a 'phone message, 
*' Stand by to attack Zeppelin,'' and on looking 
out, there it was as large as life a few miles out 
106 



WITH THE B.E.F. AGAIN 

to sea and very high. We rushed up to the 
aerodrome and got off by 8.40 p.m. I went 
straight out to sea after it and got to 6000 feet 
in 15 minutes, but was never within ten miles 
of the thing. I wasn't overtaking it at all, but 
on the contrary it was gaining on me, and after 
half an hour I lost sight of it. The sun, of 
course, was right down by now and I steered 
home by various lights on shore, for the coast 
was quite invisible. Had some difficulty In 
picking out the aerodrome, although huge 
petrol flares were out, but made quite a good 
landing. I came In very flat but never saw the 
ground at all. I touched It when I thought I 
was still 50 feet up, and also caught the top of 
the hedge coming into the aerodrome — it was 

most deceptive. G , you will remember, 

was killed at Hendon through not flattening out 
soon enough. 

We next had some dinner, but mine was 
spoilt through a message from the Commander, 
which contained Instructions for me to drop 
bombs on an airship shed at Gontrode, near 
Ghent. The moon rose soon after midnight 
and at 1.30 a.m. I started off. Things In 
general have a most depressing aspect at that 
hour of the morning. I went out to sea via 
Zeebrugge, and then cut Inland. When I 
arrived at the place, there was a thick ground 
mist and dawn was just breaking. I could not 
107 



WITH THE FLYING SQUADRON 

see the sheds at all, but two searchlights were 
going hard. I half circled round, when lo ! and 
behold! I sighted the Zeppelin coming home 
over Zeebrugge. I turned off due east to avoid 
being seen, intending to wait until he came down 
and then to catch him sitting. But my luck 
was out. One of the searchlights picked me 
up, and anti-aircraft guns immediately opened 
fire on me. 

Then a curious thing happened. The Zep- 
pelin sighted me (I think the searchlights were 
signaUing) and immediately came for me. 
This was the tables turned on me with a venge- 
ance, and the very last thing I ever dreamt of. 
It was a regular nightmare. I was only 6000 
feet up, and the Zepp, which was very fast, 
must have been ten. Without being able to get 
above it, I was, of course, helpless and entirely 
at the mercy of his maxim guns. I don't think 
I have been so disconcerted for a long time. 
We had ** some " race ! He tried to cut me 
off from Holland, but I got across his bows. 
He was a huge big thing, most imposing, and 
turned rapidly with the greatest of ease. I 
hung around north of Ghent, climbing hard, 
and reached 8,500 feet, but the Zepp wasn't 
having any. He wasn't coming down while I 
was there, and I, on the other hand, couldn't 
get up to him, as he had risen to some fabulous 
height, so after a bit I pushed off home feeling 
108 



A ZEPPELIN AIRSHIP BEING USED FOR TRAINING PERSONNEL 
AT THE JOHANNISTHAL AERODROME, NEAR BERLIN 




A ZEPPELIN IN THE DOUBLE SHED AT JOHANNISTHAL, WITH 
THE SMALLER PARSEVAL SHED NEXT DOOR 




A TAUBE-TYPE GERMAN MONOPLANE 



WITH THE B.E.F. AGAIN 

very discontented at such an unsatisfactory end- 
ing. What else could I do? I wasn't going 
back on the chance of spotting the sheds, with 
anti-aircraft guns waiting for me below and a 
Zepp ready to pounce on me from above. 

I disposed of my bombs In the sea before 
landing, and got back after three hours in the 
air — eventually got to bed at something after 
6 a.m. Have been in to see the Commander 
to-day, and he was kind enough to tell me I had 
done all that was possible. He also gave me a 
little job, which necessitates my getting away 
soon after midnight to-night. Pray the Lord 
my engine holds out ! 

Love to all. 

Ever your loving son, 

Harold. 

P.S. — I hear the Zepp dropped bombs at 

. I must have followed him half-way 

across. 



109 



WITH THE FLYING SQUADRON 

XXXI 

To his Mother 

No. 1 Wing, R.N.A.S., B Squadron, B.E.F. 

2nd June, 1915. 

Dear Mum, 

Just a line to let you know how I fared 
last night. I left the aerodrome in the moon- 
light at one in the morning and I did not at all 
rehsh it. I went out to sea past Zeebrugge 
and cut in over Northern Belgium. Could see 
the lights of Flushing quite plainly, but it was 
quite hopeless to find my destination, owing to 
a thick ground mist, so I returned, dropping my 
bombs on Blankenberghe on the way. I was 
only away i^ hours, and it was just getting 
light as I got back. I landed with the help of 
flares and got to bed by 4 a.m. 

Love to all. 

Ever your loving son, 

Harold. 



no 



WITH THE B.E.F. AGAIN 

XXXII 

To his Father 

No. I Wing, R.N.A.S., B Squadron, B.E.F. 

5th June, 1915. 

Dear Dad, 

Very little news to tell you, but thought 
you might like a line or so. I saw in the papers 
that poor old Barnes * has been killed and 
Travers [H. C. Travers, Fit. Sub-Lieut, R.N.] 
slightly injured. You remember meeting them 
both at Hendon. Their names appeared in the 
casualty lists, so I presume it was not an ordi- 
nary smash. Have heard no particulars, but 
I should fancy they both went up at night after 
the Zepps, and either had an engine failure 
or misjudged landing. That's another old 
Hendonite gone, though he wasn't one of the 
original ones, and don't think he is in the big 
photo group. 

We lost a seaplane pilot out here the other 
day. He was brought down off Ostend. Also 
an awfully nice Belgian I know was taken 
prisoner two days ago. 

Have returned my Avro to headquarters and 
am now flying my B.E. again. I only hold 

♦Flight Sub-Lieut. Henry Barnes killed in an accident 
near London, 4th Oct., 191 5. 

Ill 



WITH THE FLYING SQUADRON 

the controls just on getting off and on landing. 
I don't like them [the B.E. machines] in bad 
weather. They are too automatic. I have 
been getting some fine views lately of the lines. 
It's most interesting up this way. 

Babington went home some days ago and 
Sippe is now in charge here. He has been 
unwell the last three days, so I am left in com- 
mand of the station — four officers under me, 
over 30 men, machines, and seven or eight 
motors of various descriptions. 

Have hopes of being given a Nieuport in a 
day or so. They are fast scouts, supposed to 
do over 90 miles per hour, and should get a 
Zepp with one with any luck. Don't know 
when I am rejoining Babington. 

Love to all. 

Ever your loving son, 

Harold. 



XXXIII 

To his Mother 

No. I Wing, R.N.A.S., B Squadron, B.E.F. 

5th June, 1915. 

Dearest Mum, 

I think you cannot have been getting 
all my letters, as I have never let 10 days go 
112 



WITH THE B.E.F. AGAIN 

by without a line or so. You are so insistent 
on numerous letters that you must really ex- 
cuse the margin or I shall reduce to postcards. 
Yes, I got the five pounds all right and am 
urgently wanting the other. You don't seem 
to fully realise yet that I have left Dunkirk, 
and that there is not, and never has been, such 
a thing as a bank within miles of the place. 
The camera and papers turned up yesterday, 
for which many thanks. Do send Flight and 
the Aeroplane. I have not seen them for 
weeks. Am just about fed up with this place. 
We are being turned out and having tents up 
at the aerodrome. 

Big haul last night. Warneford [R. A. J. 
Warneford, V.C, Fit. Sub-Lieut, R.N.] caught 
a Zepp at 6,000 feet and did it in, and another 
was caught in its shed by Wilson and Mills 
[J. S. Wilson, D.S.C.; F. Mills, D.S.C., both 
Flight Comdrs., R.N.]. 

There was also a huge fire at the hospital 
here last night. All the wounded men were got 
out, and the sands were strewn with them in 
beds, etc. 

Love to all. 

Ever your loving son, 

Harold. 



X13 



WITH THE FLYING SQUADRON 
XXXIV 

To his Father 

No. 1 Wing, R.N.A.S., B Squadron, B.E.F. 

8th June, 1915. 

Dear Dad, 

We are now in tents. Great news 
about Warneford, Isn't it? He certainly 
deserves the V.C. Am going to fly a Nieuport 
to-morrow. 

i2th June, 1915. 

Things have been going on much as usual 
the last few days, but to-morrow I am going 
down south somewhere (I don't yet know 
where) to do some spotting for the army. 
Expect to be away about ten days or perhaps 
two weeks. Address all letters as usual. It 
will probably be some time before I receive 
them. I quite expect I shall run across a num- 
ber of people I know. It should be an interest- 
ing visit, plenty of shell fire though, no doubt. 

I flew a Nieuport the other day and hope 
later to get one of my own. Have not yet 
heard from Babington. Fear our chances of 
getting away with him are very slender. 

Gramophone going strong. 

Love to all. 

Ever your loving son, 

Harold. 
114 




'' -riTTX TT-T. '> 



LIEUT. ROSHER FLYING A BRISTOL BULLET 




A FIRE CAUSED BY LONG-RANGE BOMBARDMENT 

Photographed from an aeroplane 




FLIGHT SUB-LIEUT. WARNEFORD, V.C, AND HIS 
MORANE "parasol" 



WITH THE B.E.F. AGAIN 

XXXV 

To his Mother 

No. I Wing, R.N.A.S., B Squadron, B.E.F. 

19th June, 1915. 

Dearest Mum, 

It's ages since I wrote, but it can't be 
helped, as I have been so awfully busy. For 
the last week I have been in the neighbour- 
hood of La Bassee, and of course by now you 
have seen in the papers all about the heavy 
fighting there. The bombardment was terrific, 
quite impossible to describe. One day, in the 
afternoon, I saw it all from above. The small 
section of trenches they were shelling was 
simply a mass of smoke and dust, a perfect 
hell. In the evening of the same day I went 
out in a car to a point of vantage about three 
miles behind the line. It was a wonderful 
sight. Though not near enough to see the 
infantry advancing, we had, all the same, a fine 
view. Whenever there was a slight lull in the 
firing, we heard the maxims and the rifles hard 
at it. 

There is no mistaking the battle line in this 

part of the world — a long, narrow winding 

blighted patch of land, extending roughly 

N. and S. as far as the eye can see. In the 

IIS 



WITH THE FLYING SQUADRON 

middle of it two rows of trenches, in places 
only 50 yards apart, stand out very con- 
spicuously. These are our first line and that 
of the Huns. Behind each are the second and 
third Hnes, with little zigzag communicating 
trenches between. It is most interesting. 
There are some beastly Archies [anti-aircraft 
guns] though, which come unpleasantly near 
first shot. Machines are being hit day after 
day. 

Am more or less comfortable on the whole, 
but running short of socks and hankies. Am 
also being bitten to death and " hae my doots " 
about their being mosquitoes. Terrible trouble 
with machines. I crashed an undercarriage the 
other day and cannot get an engine to go. 
Isn't it terrible news about Warneford? He 
fell out of his machine, not being strapped in. 
Babington Is in hospital. His foot is giving 
him trouble again, so fear we shall not get away 
with him yet awhile. 

The dust out here is appalling. Will write 
again as soon as I can. 

Best love to all. 

Ever your loving son, 

Harold. 



116 



WITH THE B.E.F. AGAIN 

XXXVI 

To his Father 

No. I Squadron, Royal Flying Corps, B.E.F. 

24th June, 1915. 

Dear Dad, 

Very little news. From what I can see, 
we are likely to be down here for at least 
another two weeks. I don't much mind, as in 
a way I would sooner be here for a little. The 
change though has rather worn off. Am not a 
bit comfortable, my billet being a horrible dirty 
place, with all sorts of weird odours. Food 
pretty fair, but none too clean, and all eating 
utensils invariably very dirty. 

I suppose tennis is in full swing at home. 
Pity I'm not due for another spot of leave yet. 
I got the parcel of papers all right, but not 
Flight and the Aeroplane. Think they must 
have gone astray. 

No. I Wing, R.N.A.S., B.E.F. 

2ist July, 1915. 

I flew my old B.E. back here [Dunkirk] 
yesterday, as it has been hot stuffed [requisi- 
tioned]. I admit it is rather a dud, but I had 
no wish to exchange it for a Voisin. After 
117 



WITH THE FLYING SQUADRON 

some little trouble I persuaded the Commander 
to let me have a Morane instead, and tried 
quite a nice one this morning, the first time I 
have flown one since I smashed. They are 
beastly unstable things, and I fully expect tQ 
turn this one over before the week is out. The 
Commander is keeping me here for a few days' 
rest before returning to the R.F.C. Dunkirk 
is quite a lively place nowadays. The Huns 
have dropped bombs on the aerodrome twice 
in the last week, but fortunately none of the 
lads were killed. 



Love to all. 



Ever your loving son, 

Harold. 



Note 



On the 2^th July, 19 15, Harold Rosher ar- 
rived home on two days* leave, having come 
across to attend a conference. 



118 



WITH THE B.E.F. AGAIN 

XXXVII 

To his Father 

No. I Wing, R.N.A.S., B.E.F. 
38th July, 1915. 

Dear Dad, 

Have had a ripping journey back. The 
country down to Folkestone was just too lovely 
for words, especially round Ashford. Saw 
Milverton [the house where he was born] on 
the way. Had a first-rate crossing, and was 
met by one of the Rolls [Rolls-Royce car] at 
Boulogne, so your wire arrived all right. Had 
lunch at the " Folkestone " before starting 
back, and then a topping run here. Went out 

to see the lads at F in the evening. Sippe 

is back again and Baillie in great form. He 
sends his chin chins, and I gave him yours. 

A Hun came over at midnight last night and 
bombed us. His eight bombs fell nearly a mile 
away, though. 

31st July, 1915. 

More excitement. I was due for an anti- 
aircraft patrol this morning, and just as I was 
ready, a little before 4.0 a.m., a Hun machine 
came over and bombed us. Three bombs fell 
within a hundred yards of me. I went up 
119 



WITH THE FLYING SQUADRON 

after him at once, but lost sight of him in the 
air, so continued the usual patrol. When I 
got back, I found that six other machines had 
followed the first, arriving about fifteen minutes 
after. None of their bombs did any damage 
at all. They seem determined to strafe this 
place. A regular cloud of machines goes up 
after them whenever they appear, but we 
haven't had much luck as yet. 

Expect to be stationed at Dover again in 
about ten days, for a little while anyhow. The 
Commander seems to think I don't look fit 
enough to go out to the Dardanelles. Ap- 
parently they are being bowled over with 
dysentery. 

Love to all. 

Ever your loving son, 

Harold. 



1 20 



VII 
ON HOME SERVICE AGAIN 



XXXVIII 

To his Father 

R.N. Flying School, Eastchurch. 
3rd August, 1915. 

Dear Dad, 

I left Dover yesterday afternoon on 
B.E. 2 C, and had a convenient engine failure 
at Westgate. Landed in the aerodrome and 
had a chat with Maude before proceeding. 
Arrived here in due course — it is a most 
desolate spot. Shall be here anything between 
three days and three weeks. Saw Babington 
here soon after I arrived. 

loth August, 1915. 

I don't seem to be able to get away from 
this damn war. Last night " old man Zepp " 
came over here — " beaucoup de bombs," — 
" pas de success." Two machines went up to 
spikebozzle him, but, of course, never even saw 
him. A sub went up from Westgate and 
came down in standing corn. He turned two 
somersaults. Have just heard that he has 
123 



WITH THE FLYING SQUADRON 

since died. I knew him slightly. We have 
a terrific big bomb hole in the middle of the 
aerodrome and numerous smaller ones at the 
back. Expect to be back in Dunkirk on Sun- 
day next. " Pas de Dardanelles.'' We are 
going into khaki though. 
Love to all. 

Ever your loving son, 

Harold. 



XXXIX 

To his Father 

Hotel Burlington, Dover. 
i2th August, 1915. 

Dear Dad, 

Have just arrived here from East- 
church, having been suddenly recalled, and am 
now told to be ready to cross to Dunkirk in half 
an hour — no gear, dirty linen, " pas de leave " 
— what a life ! 

Shall try hard to get some leave in a week or 
so's time. Anyhow I must get my khaki 
outfit. 
Love. 

Your loving son, 

Harold. 
124 



VIII 
WITH THE B.E.F. ONCE MORE 



XL 

To his Mother 

No. I Wing, R.N.A.S., B.E.F. 

13th August, 1915. 

Dearest Mum, 

Got aboard and were off by 8.0 p.m. last 
night — our ship a comic old tramp with abso- 
lutely no accommodation. It took us 6 hours 
to make Dunkirk and we were not allowed off 
until 8.0 a.m. this morning. Spent the night 
walking about or trying to get a little sleep on 
deck — thank God ! it was not rough. We are 
all " fed to the teeth ! " In all probability we 
shall remain out here another six months now. 

The Zepp that was bombed from here had 
actually been towed right into Ostend harbour. 
Every one that went had his machine hit, and 
one man is missing. This place was bom- 
barded again the other day with the big gun. 
Expect we are in for a merry time. 

Love. 

Ever your loving son, 

Harold. 
127 



WITH THE FLYING SQUADRON 

XLI 

To his Mother 

No. I Wing, R.N.A.S., B.E.F. 

26th August, 1915. 

Dearest Mum, 

I am being kept very busy out here. 
Last night there was a comic raid on the Forest 
of Houthulst. It is six or seven miles behind 
the lines near Dixmude, and the Huns use it 
as a rest camp — beaucoup de stores and am- 
munition there too. The French idea was to 
set it on fire with incendiary bombs. Over 
forty machines took part, including self — per- 
fect weather conditions — no clouds but very 
hazy, so when one got high up one was almost 
invisible. I got just over 11,000 feet, but 
even then had one or two shots near me. 
Below me the air was simply a mass of bursting 
shrapnel. French artillery also opened fire on 
the place. There must have been beaucoup de 
noise in the forest. Most amusing — a really 
soft job as some one remarked. 

Love to all. 

Your loving son, 

Harold. 



128 



WITH THE B.E.F. ONCE MORE 



Note 

The French official account of the raid de- 
scribed in the foregoing letter was as fol- 
lows : — 

" A remarkable series of air raids against 
German positions or works of military value 
are reported in yesterday's Paris communiques. 
In two of them the air squadrons were larger 
than any previously reported since the beginning 
of the war. 

In one 62 French airmen took part. . . . 

The other great raid was undertaken by 
airmen of the British, French, and Belgian 
armies, and the British and French navies, to 
the number of 60. Acting in concert, they 
attacked the Forest of Houthulst, in Belgium, 
north-east of Ypres. Several fires broke out. 
All the aeroplanes returned safely. . . . Pre- 
viously the largest squadron of attacking aero- 
planes was one of 48 machines — of which 40 
were British — which attacked the Belgian 
coast on February i6th last.'* 



129 



WITH THE FLYING SQUADRON 

XLII 

To his Father 

No. I Wing, R.N.A.S., B.E.F. 
26th August, 191 5. 

Dear Dad, 

What do you think of the 40 warships 
bombarding Zeebrugge ? We were all due out 
there, of course, some spotting, and fighters to 
protect the spotters. As luck would have it, 
the weather was dud — clouds at 1,500 feet — 
with the result that no one got there except 
a solitary fighter, and he was rewarded by a 
scrap with a German seaplane. I got just past 
Ostend, but gave it up as engine was running 
none too well. 

By the way, Bigsworth [A. W. Bigsworth, 
D.S.O., Squadron Comdr., R.N.] this morning 
dropped a 60 lb. bomb bang on top of a Ger- 
man submarine and completely did it in — jolly 
good work. 

29th August 1 915. 

As things stand at present I understand I am 
not going out to the Dardanelles. I must say 
I am awfully disappointed, as I was always 
rather keen to go out there, but I may possibly 
have a better job. For all I know it may be to 
rejoin Babington. 

130 



WITH THE B.E.F. ONCE MORE 

Went out to Furnes yesterday afternoon to 
collect more of my gear. While out there, a 
German machine came over and dropped six 
bombs on us. One went right into our tent 
and three fell within forty yards of me. No 
one was hit. We all ran like stags. 

2nd September, 1915. 

Many thanks for your numerous letters, 
including two forwarded, and beaucoup de 
periodicals. With luck I shall be home in time 
for your birthday. 

Many alterations are taking place here and 
we are being sadly split up. Andreae and I 
are very soon going to Dover to join a 
mythical '' C " group. At present Andreae and 
I are its sole components — even a Squadron 
Commander is not yet appointed. I am to be 
1st Lieut., good for me, but fear they may yet 
put in a Flight Commander. In all probabiHty 
we shall be in England over two months. Shall 
know a heap more in a few days. 

9th September, 1915. 

Very little news except that we had the 
monitors bombarding Ostend the day before 
yesterday. It was a fine sight from the air. A 
Frenchman was badly hit in the leg going out 
there, but went on, dropped his bombs and got 
back. He is not expected to live. Another 
131 



WITH THE FLYING SQUADRON 

Frenchman broke his leg this morning in an 
accident. Four new subs have turned up here 
and I am to go home as soon as they can fly 
the fast machines — it should be within lo days. 
I ought to have gone home by rights about 
two weeks ago. Am flying over when I 
eventually do come. The last two machines 
that went over both crashed at Folkestone — 
shall probably do the same. 
Love to all. 

Ever your loving son, 

Harold. 



132 



IX 
ON HOME SERVICE ONCE MORE 



XLIII 

To his Father 

Hotel Burlington, Dover. 
13th September, 19 15. 

Dear Dad, 

Am back again in England at last and 
am expecting to get two weeks' leave in a day 
or so. I got here at midday yesterday, having 
flown over from Dunkirk on a Nieuport. 
Drove out to Margate yesterday afternoon with 
Spenser Grey. Shall probably go out again on 
the I St December. 

14th September, 1915. 

Just a line to let you know my probable 
movements. Though I am due for two weeks' 
leave, it seems improbable that I shall get it 
just yet awhile, but shall not be returning to 
Dunkirk until December ist, when I shall 
remain out there for two months. 

I have just taken over the ist Lieutenant's 
job on this station, and this is keeping me busy 



WITH THE FLYING SQUADRON 

no end. I am the senior officer, bar the CO., 
in fact 2nd in Command, and am responsible 
for everything going on at the station, i.e. all 
executive work, etc. It is, of course, all new 
to me, and I find myself at sea every now and 
again. It is, however, a great opportunity. 
You should see me take parades (divisions, we 
call them), swish! 

Please send me on, as soon as possible, my 
new monkey jacket and new pair of trousers, 
also new hat My present uniform is most 
disreputable, covered In oil, etc., and must be 
scrapped at the earliest opportunity. 

29th September, 191 5. 

I knew I should forget it, your birthday I 
mean. I suddenly remembered it whilst shav- 
ing this morning. I have been carrying a two- 
year-old note book about with me too, to remind 
me, as It was marked in It — pas de good though, 
and It's such a long time ago now. Beaucoup 
de work, or I would have written sooner. 

I have just heard a nasty rumour that I am 
returning to Dunkirk on October 15th. We 
are getting 40 subs down here In a few days. 
That means tons more work for me. 

4th October, 191 5. 

I think I shall get my leave (10 days only) 
next week. Risk [Major C. E. Risk, Squadron 
136 



__ ^ 


0^ ' 


^^ '^ 


^^^l^^^p^^^^^B 



A BRISTOL SCOUT BIPLANE (OR " BULLET ") 




THE MORANE "PARASOL" MONOPLANE 



Flown by Flight Sub-Lieut. Warneford, V.C, when he destroyed a 
Zeppelin 



ON HOME SERVICE ONCE MORE 

Commander, R.N.] asked me if I would like 
to remain here as ist Lieutenant, an awful 
question to decide. I think I shall let things 
stay as they are and take my flight out to 
Dunkirk on October 15th. It seems too much 
like giving in to stay here. 

30th October, 19 15. 

You picked me out a ripping train ! It took 
me four hours to get down here with a change 
at Faversham. When I arrived at the Priory 
Station I was told it would be half an hour 
before the train could proceed to the Harbour, 
so had to get out and walk. I got in here at 
ten past ten, and the last straw was that Betty 
had no sandwiches left. 

Graham [C. W. Graham, D.S.O., Fit. Lieut., 
R.N.] nearly killed himself this afternoon. 
He got into a spinning nose dive on a Morane 
parasol, and by the Grace of God got out again 
at 500 feet. In all probability I shall get my 
leave after this next lot of pilots have gone out 
to Dunkirk, but that remains to be seen. 

14th November, 1915. 

Am postponing my leave until still later, as 
it is rather important for me to stay here at the 
moment. Good things so very rarely come off 
though. I shall be most bitterly disappointed, 
however, if another two months does not see 
me on Active Service again. 
137 



WITH THE FLYING SQUADRON 

30th November, 19 15. 

Can you come down this week-end? I have 
great hopes that Husky and Bailhe will be back 
from the other side. 

Apparently they had quite a good bag a day 
or so ago, one Hun seaplane, one submarine, 
and a bomb bang in the middle of a T.B.D. 
[torpedo boat destroyer]. 

Risk is away most of this week, but should 
be back by Saturday. He flew a Maurice over 
from Dunkirk last week and made quite a land- 
ing on arrival. 

15th December, 191 5. 

I SO much enjoyed my too short week-end. 
I fear I shall not be able to get up to Town 
again until after Xmas. Had quite a nice 
journey down, making Stewart's [W. S. Stew- 
art, Fit. Sub-Lieut., R.N.] acquaintance on the 
way, likewise his wife's. 

Risk said he thought I had been away months 
and seemed quite relieved to see me back again. 
Graham and Ince [S. Ince, D.S.C., Fit. Sub- 
Lieut., R.N.] have put up a first-rate per- 
formance. They were not shot down. Gra- 
ham came down low to see the Huns in the 
water, and his engine never picked up again. 
The Hun machine caught fire, and must have 
had bombs on it, for it exploded on hitting 
the water. Both machines fell bang in the 

138 



ON HOME SERVICE ONCE MORE 

middle of the fleet, which was duly impressed. 
Graham, of course, turned a somersault, and 
both he and Ince were nearly drowned. 

ist January, 1916. 

Had a great evening last night. A crowd of 

us went to dinner with G ' to see the New 

Year in. We did it in style. To-morrow I 
am lunching with the Bax-Ironsides.* 

I looped on a B.E. 2 C. in great form the 
other day. If I had not been very securely 
strapped In, I should have fallen clean out. 
As it was, the cushion in the passenger's seat 
fell out and vanished. One seems to be upside 
down for a frightfully long time. I did the 
trick out In the country at between three and 
four thousand feet. The first time I had 
barely enough speed, so had a second shot and 
got up to over 100 knots. I really thought 
the wings would fall off. We had two topping 
crashes yesterday, but neither of the pilots 
hurt. 

Tons of love and a prosperous New Year. 
Ever your loving son, 

Harold. 

* Sir Henry Bax-Ironside, late Minister in Bulgaria. 



139 



WITH THE FLYING SQUADRON 

XLIV 

To his Grandmother 

Hotel Burlington, Dover. 
27th September, 1915. 

Dear Granny, 

Am so sorry to hear you have been 
having such a rotten time, but trust you are by 
now well on the road to recovery. 

I have' been having an awfully busy time 
lately. The King came down here to inspect 
us on Thursday, and shook hands with all the 
officers in the afternoon. 

Am by degrees helping to get together 
another squadron to go out to Dunkirk. We 
are due across there half way through next 
month. I am not particularly anxious to go 
out again just yet, unless we can really get a 
move on. 

I hope before I go to get a little leave. I 
am due for two weeks, so may see you in the 
near future. 

Heaps of love. 

Your loving grandson, 

Harold. 



140 



ON HOME SERVICE ONCE MORE 

XLV 

To his Father 

Hotel Burlington, Dover. 

3rd January, 191 6. 

Dear Dad, 

I have got wind of something rather 
priceless . . . for when the war is over, I 
will tell you a little about this scheme, only 
remember it's strictly private and confidential, 
so you must not mention it to any one. 

In a nutshell it's this, a flight from to 

. It sounds rather impossible at first, but 

I think quite a number of people would have a 
shot if they could get some one to pay expenses. 
This is where I get a look in. The experience 
anyhow would be wonderful. One of the subs 
here has just put me up to it, and says he has 
everything arranged. That sounds rather 
rapid, but he has written for an appointment, so 
I shall be able to let you know later how things 
go. In the meanwhile lie doggo and do come 
down this week-end, if possible, so that we can 
talk things over. 

Very best love. 

Ever your loving son, 

Harold. 



141 



WITH THE FLYING SQUADRON 

XLVI 

To his Mother 

Hotel Burlington, Dover. 
4th February, 1915. 

Dearest Mum, 

Just a short line to let you know I am 
crossing to Dunkirk to-morrow, weather per- 
mitting. I am flying a R.A.F. B.E. across and 
returning the same day, in a Nieuport if avail- 
able, otherwise in a destroyer. Am quite 
looking forward to the trip. Have already 
crossed the Channel three times by air and 
about twelve by water. 
Beaucoup de love. 

Your loving son, 

Harold. 

XLVII 

To his Father 

Hotel Burlington, Dover. 
5th February, 19 16. 

Dear Dad, 

Had a most interesting day yesterday. 

Started off across Channel for Dunkirk soon 

after 8.0 a.m. in a R.A.F. B.E. — engine 

running badly at first, but picked up. A most 

142 



ON HOME SERVICE ONCE MORE 

priceless morning with a slight following wind 
— 5,000 feet at Calais, and made Dunkirk in 
about % hour from here. All the lads in great 
form, but Petre [J. J. Petre, D.S.C, Fit. 
Comdr., R.N.] and Peberdy [W. H. Peberdy, 
F. Sub-Lieut., R.N.] in Paris, and Mulock 
[R. H. Mulock, D.S.O., Fit. Comdr., R.N.] 
in hospital with a chill. Baillie going strong, 
also Beard [G. H. Beard, D.S.C., Fit. Comdr., 
R.N.], Haskins [F. K. Raskins, D.S.C., 
Squadron Comdr., R.N.], Graham, Peal [Lieut. 
E. R. Peal, D.S.C., R.N.V.R.], etc., etc. 
Breakfast and then a good look round. The 
Baby Nieuports are priceless. I flew one and 
went up the coast to La Panne and Furnes. 
When I got back I drove out to Caudekirk to 
the new aerodrome, and then back for lunch. 

At 2.0 p.m. I started home in a Nieuport 
and made Folkestone in just over the hour — 
rather a strong head wind. At Folkestone I 
spent 1% hours trying to restart my engine, but 
with no success, so telephoned for a car — tea 
at the Grand and back here in time for dinner. 
Have been to Folkestone this afternoon with 
Ince and his brother and Husky. 

Heaps of love. 

Ever your loving son, 

Harold. 

P.S. — Flew back at 2,000 feet. 
143 



WITH THE FLYING SQUADRON 

XLVIII 

To his Mother 

Hotel Burlington, Dover. 
9th February, 1916. 

Dearest Mum, 

Many thanks for letter. Am still going 
strong. Flew four different types of machines 
to-day, two of them new ones, one a Shorthorn 
Maurice, and the other a Bleriot. The Bieriot 
is the first monoplane I have flown other than 
a parasol. 

You have heard me mention Graham (with 
Ince he brought down the German seaplane). 
Well, he has just had an awful bad crash at 
Dunkirk. Penley [C. F. B. Penley, Fit. Sub- 
Lieut, R.N.] also has crashed badly twice out 
there, and is now back on sick leave. Ford 
[E. L. Ford, Fit. Sub-Lieut., R.N.] too is home 
on sick leave with his head cut open, as the 
result of a bad crash, and his passenger is not 
expected to live. If one goes on flying long 
enough, one is bound to get huffed [killed] in 
the end. 

By the way, Commander Lambe [Capt. G. 
L. Lambe, Wing Captain, R.N.] has shipped 
another stripe. He is now Wing Captain and 
acting Captain. 

144 




A B.E. 2C BIPLANE 




A XIEUPORT BIPLANE 

{Commonly known as a ^' i^ plane " owing to the small lower plane) 



^^^^^KmtS:' ' --a^^^^^^^^^^^^^^^^^^^^^^^^^^H 



A BLERIOT MONOPLANE 



ON HOME SERVICE ONCE MORE 

Yesterday I flew to Chlngford in a B.E. 2 C. 
with Blanch [N. C. Blanch, Fit. Sub-Lieut., 
R.N.] as passenger. It was awfully cold. It 
took 2% hours going, via Ashford, Redhill, 
Brooklands and Hendon. Blanch took the 
B.E. back, and I took a new Bristol Scout and 
did the return journey direct (east of London) 
in an hour. Saw the Pemberton-Billing quad- 
ruplane at Chingford. 

Best love. 

Ever your loving son, 

Harold. 



XLIX 

To his Father 

Hotel Burlington, Dover, 
nth February, 1916. 

Dear Dad, 

Had hopes of seeing you for a few 
minutes to-day. Had the weather been fine, 
Husky and I were motoring to Town in the 
morning with Capt Lambe in a Rolls, and both 
bringing machines back in the afternoon from 
Chlngford. As it is, of course, the weather is 
impossible. 

145 



WITH THE FLYING SQUADRON 

I was away first, In under three minutes, the 
other day when the Germans were reported 
over Ramsgate. I was over the North Fore- 
land in quarter of an hour at 6,000 feet. Was 
just turning, when I sighted a seaplane miles 
below me, so cut off my petrol, and did a spiral 
vol plane towards it. At 4,000 feet I ran into 
mist and lost him temporarily, but picked him 
up again and chased him up the mouth of the 
Thames almost as far as Heme Bay. Then 
he turned and shot under me, and I'm blessed 
if it wasn't a Schneider Cup, one of our own 
machines from Westgate ! I did not hear that 
bombs had been dropped until I saw it in the 
papers the following morning. I thought the 
scare was about our own seaplane. 

Visited the Blimps [small airships] this 
afternoon at Capel. They are really most 
Interesting. 

13th February, 1916. 

Many thanks for note received this morning. 
As far as I can see, there is no chance of my 
going out to the other side yet awhile. Husky 
goes on the 25th and Andreae a little later. 
Two good crashes to-day. First Blanch on 
a new Avro — engine failure and landed down 
wind in a ploughed field. The second was 
better still. A man hit the one and only tree 
within miles, in getting off on a B.E. He left 
146 



ON HOME SERVICE ONCE MORE 

half a lower plane in the tree and carried a 
branch or so on with him for some little 
distance before crashing to earth. 

I hear Graham is no better. He fractured 
the base of his skull and also has internal 
injuries. 
Love to all. 

Ever your loving son, 

Harold. 



To his Mother 

Hotel Burlington, Dover. 
2oth February, 1916. 

Dearest Mum, 

Another raid on Deal to-day, five bombs 
dropped and one man killed. I took over the 
War flight this morning, and had a patrol in 
the air at the time. I myself and others were 
off within a few minutes of receiving the signal, 
but no one even saw the machine. 

Over sixty ratings arrived this morning 
without warning, and I had to make all arrange- 
ments for them to be fed, housed and washed. 
All of them were Derby recruits and had been 
147 



WITH THE FLYING SQUADRON 

In the Service 24 hours, mostly graded as A.M. 
2nd class. None had seen an aeroplane before. 
They were butchers, grocers, cotton spinners, 
weavers, etc. 

The CO. goes away to-morrow for 2 weeks. 
Sippe, Andreae, Husky, Viney [T. E. Viney, 
D.S.O., Fit. Lieut. R.N.], etc. go to Paris in 
a day or so, and I am left to run the Station, 
School and War flight, keeping up a continuous 
patrol with four machines. 

Love to all. 

Your loving son, 

Harold. 



LI 

To his Father 

Hotel Burlington, Dover. 
24th February, 191 6. 

Dear Dad, 

Many thanks for letter received yester- 
day. 

Risk is still in town. I would far sooner 

get out East somewhere than any home station 

or Dunkirk. I understand shortly there will 

be great alterations in the R.N.A.S. Rumour 

148 



ON HOME SERVICE ONCE MORE 

has it again that we are to give up land machines 
entirely and stick to seaplanes. 

Drove over to Eastchurch yesterday on 
business, roads in places i8'' deep in snow. 
Coming back I had a priceless skid and finished 
up in a ditch. No one hurt or even shaken. 
Returned here by train, and car came on to-day. 
It was very little damaged, steering arm bent, 
and one wheel slightly out of truth. It was 
really rather comic. 

Did you hear how Usborne and Ireland * 
were killed? If not, will tell you later. 
T was burnt to death. 

Love to all. 

Ever your loving son, 

Harold. 

* WIng-Commander Neville F. Usborne, R.N., and 
Squadron Commander de C. W. P. Ireland, R.N., were killed 
23rd Feb., 1916. 



THE END 



PBINTED IN THE UNITED STATES OF AMERICA 



149 



T 



HE following pages contain advertisements of a 
few of the Macmillan books on kindred subjects. 



NEW MACMILLAN BOOKS 



Gallipoli 



By JOHN MASEFIELD 

With illustrations and a map 

Cloth, i2mo, $1.25 

" The Dardanelles Campaign — not as a tragedy nor as 
a mistake, but as a great human effort, which came, more 
than once, very near to triumph, achieved the impossible 
many times, and failed, in the end, as many great deeds 
of arms have failed, from something which had nothing 
to do with arms nor with the men who bore them " — 
it is in this vein that the distinguished English poet who 
took part himself in the engagement discusses one of the 
most splendid military eft'orts in all history. The book 
is important as literature, as an interpretation of England's 
point of view in the present war, and as the reflection of 
the mind and personality of a great figure in modern liter- 
ature amid scenes of fighting, bloodshed and disaster. 

The Dublin Insurrection 

By JAMES STEPHENS 

Author of " The Crock of Gold," " The Hill of Vision." 

"The pages of this book were written," Mr. Stephens 
tells us in his preface, " day by day during the Insurrection 
that followed Holy week. They are not the history of the 
uprising but rather ... a statement of what passed in 
one-quarter of Dublin and the gathering together of the 
rumor and tension which had to serve the people of that 
city in lieu of news." 



THE MACMILLAN COMPANY 

Publishers 64-66 Fifth Avenue New York 



MR. H. G. WELLS' NEW NOVEL 



Mr. Brittling Sees it Through 

Cloth, i2mo, $1.50 

"A powerful, strong story. . . . Has wonderful pages 
. . . gems of emotional literature. . . . Nothing could ex- 
press the whole, momentous situation in England and in 
the United States in so few words and such convincing 
tone. . . . For clear thinking and strong feeling the finest 
picture of the crises in the Anglo-Saxon world that has 
yet been produced." — Philadelphia Ledger. 

" The most thoughtfully and carefully worked out book 
Mr. Wells has given us for many a year. ... A veritable 
cross-section of contemporary English life . . . admirable, 
full of color and utterly convincing." — New York Times. 

"A war epic. ... To read it is to grasp as perhaps 
never before the state of affairs among those to whom war 
is the actual order of the day. Impressive, true, tender 
. . . infinitely moving and potent." — Chicago Herald. 

"The most significant and impressive book which has 
come from Mr. Wells' pen. ... A strong book that every 
reader must prize." — New York World. 



THE MACMILLAN COMPANY 

Publishers 64-66 Eiftli Avenue New York 



Official Diplomatic Documents Relating to 

the Outbreak of the European War 

Edited By Edmund von Mach. 
Cloth, 8vo, $6.00 
The features of this collection of diplomatic documents 
may be seen from the following digest of the table of con- 
tents : Preface ; Calendar of despatches sent and received ; 
Despatches sent and received at the various foreign offices, 
arranged by names and places, with diaries, summaries of 
dispatches, and footnotes ; The parts of the several official 
publications of diplomatic documents not printed under 
Part III ; Documents frequently quoted but not contained 
in the official publications of collected diplomatic docu- 
ments — The Chancellor's speech, August 4th, 1914; The 
" Brussels " documents, the telegrams exchanged between 
the Royal and Imperial courts of London, Berlin and 
Petrograd, and The Several official publications of collected 
diplomatic documents in photographic reproduction. 

Politics 

By Heinrich von Treitschke. 

Translated from the German by Blanche Dugdale and 
Torben de Bille. With an Introduction by the Right Hon- 
orable Arthur James Balfour, and with an American Fore- 
vi^ord by A. Lawrence Lowell, President of Harvard Uni- 
versity. 

In two volumes. Cloth, 8vo. $7.00 per set, boxed. 

" So much has been said about the influence of Professor 
Heinrich von Treitschke on German contemporary political 
thought that this translation of his Politics will be welcome 
to English and American readers, more especially, perhaps, 
to the latter because they are probably, as a rule, less 
familiar with the principles it asserts," writes President 
Lowell in the Foreword which he has prepared for the 
American edition of this important publication. The text, 
which follows the Right Honorable Arthur James Balfour's 
introduction, is divided into five main sections : first. The 
Nature of the State, Its Underlying Idea and the Conse- 
quences Thereof ; second, The Social Foundations of the 
State : The Land and the People : Divisions of Classes and 
Diversity of Aims ; third, The Varieties of Political Con- 
stitutions ; fourth, The State Considered in Regard to Its 
Influence upon Rulers and Ruled : Government ; fifth. The 
State Considered in Relation to International Intercourse. 



THE MACMILLAN COMPANY 

Publishers 64-66 Fifth Avenue New York 



ON KINDRED SUBJECTS 

THE WAR IN THE AIR 

By H. G. Wells. 
Decorated cloth. Illustrated, i2mo, $1.50 

In this breathlessly interesting story of battle and ad- 
venture in the clouds, Mr. Wells describes the havoc and 
devastation wrought by the new engines of war. No 
accounts of the aerial bombardments and battles of the 
present European struggle are as vivid and as scientifically 
true as those contained in this remarkable book, written 
over six years ago. 

Mr. Wells is beyond question the most plausible romancer 
of the time. . . . He unfolds a breathlessly interesting 
story of battle and adventure, but all the time he is think- 
ing of what our vaunted strides in mechanical invention 
may come to mean. . . . Again and again the story, absorb- 
ing as it is, brings the reader to a reflective pause." — The 
NeW' York Tribune. 

AIRCRAFT IN WAR 

By J. M. Spaight, LL.D. 
Author of " War Rights on Land." 
8vo, $2.00 
"A thoroughly sound and comprehensive survey of a 
problem which is only just entering the field of international 
politics. . . . Clear and free enough from technical difficul- 
ties to make it extremely interesting to every class of in- 
telligent reader who desires to be informed upon the 
rapidly changing conditions of modern warfare." — London 
Daily Telegraph. 

" Dr. Spaight's views and proposals will undoubtedly be 
received with respect and read with interest." — London 
Globe. 

STABILITY IN AVIATION 

By G. H. Bryan. 
Cloth, Illustrated, 8vo, $2.00 
This work will lead to aeroplane stability being made 
the subject of much more continuous study and investiga- 
tion than has been possible in the past. The author's con- 
clusions show that there should be no difficulty in securing 
inherent stability, both longitudinal and lateral, in an aero- 
plane, by means of suitably placed auxiliary surfaces rigidly 
attached to the machine. 



THE MACMILLAN COMPANY 

Publishers 64-66 Fifth Avenue New York 



H 69" 79. 




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